III КВАРТАЛ 2022Г. - 55 баллов
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[DETAIL_TEXT] => Leasing is one of the most efficient forms of long term renting of facilities and equipment. The mechanism of leasing is getting more and more involved in the railroad industry. Dmitry Yeremeev, managing director of Brunswick Rail Leasing, is talking about the advantages of leasing and perspectives of its development in Russia.
- Dmitry, could you please tell us about the history of leasing in Russia?
- Leasing appeared in this country at the beginning of 90s. The economy developed, appeared new forms of work, and leasing became essential. Over the several years, the leasing deals were regulated by various sub-legislative acts. And only in 1998, a specially-focused law on leasing appeared. Today, it quite successfully regulates the relationships between the lessor and the lessee.
At that time, leasing was actively used by bank structures. This was one of the forms of crediting, but only more protected. In fact, the asset stayed in the property of the bank until all leasing payments were covered. Such a form exists up till now, and many companies, created within the structure of banks, are continuing this practice.
Leasing was not used in the railroad industry from the very beginning. For a very long time, the railroad transportation was the monopoly of the Ministry of Railways. The presence of private capital in the structures of the Ministry of Railways was not supposed to be. The first owners of railroad vehicles appeared only in the end of 90s. And from the very start, they began to apply leasing, as a form of acquiring of assets. For today, the relationship of OAO Russian Railways (OAO RZD) with a majority of financial structures are based on leasing. It will be enough to say that more than 50% of carriages are acquired through the leasing scheme. In this respect, the requirements of OAO RZD towards the financial leasing are quite tough. As a rule, it is a seven-year term and a certain credit interest rate. But for the fact that OAO RZD is one of the most reliable partners, serious fight is taking place for such contracts.
- Which forms of leasing are presented in Russia?
- Recently, only financial leasing was known in Russia. Meanwhile, there also exists another form, called operational leasing. It is a deal, in the process of which the asset, handed over to the lessee, stays in the property of the lessor over the whole period of operations. In the understanding of a Russian businessman, operational leasing is long term renting. But, from a legal point of view, it is mere leasing, because the basic criteria of the given notion are fully complied with: the presence of three parties: the lessor, the lessee, and the producer, or the seller, a long term contract, and the factor, that from the very start, we are acquiring this asset for handing it over for renting. Besides, there are many nuances, but the three points mentioned above are the key ones.
- Why is leasing attractive for the clients?
- The assets in railroad industry are very expensive. Thus, the price per a rail car accounts for USD 40,000 (without VAT). That is why the payback period last for years. Usually the payback period comes to 5-7, sometimes, 10 years. At the same time, the life term of a rail car is also quite long. In average, 25 years. On the other side, in order to satisfy all their needs in transportation, the companies, especially privately owned companies, need to attract the maximum number of rail cars.
It is the leasing scheme to allow to considerably increase the number of rail cars, without making serious capital investment. Leasing has one advantage: the company gets the right to apply an accelerated depreciation, which lets considerably optimize the taxation schemes.
- How is the practice of leasing of railroad carriages spread in other countries?
- Around 90% of all the rail cars go to operational leasing. In the West, every company strives to do specific types of business. They have such a notion, as clear labour division. If they act as transporters, they do not need to have their own rail cars. They work with companies, which specialize in acquisition and renting rolling stock. In this way, the transporters would not load their balance. They just sell services, using other parties' assets.
Our businessmen still have an intention to have everything at once. Meanwhile, in order to get the aimed target, one should not forget that it is necessary to run the property in a correct way, use in properly. When you try to do many things at a time, it doubtfully come to success.
The USA leasing market is quite developed. The number of companies, which act as lessors, is extremely large. Among them, there are real giants, such as GE Capital, City-rail. These companies have more than 100 thousand rail cars on their balance sheet. They offer these rail cars for rent, for operational leasing. Besides, these companies work on the markets of other countries. I do not have any doubts that these companies will be represented on the Russian market in several years. As a rule, they do not start their businesses from the ground up. Usually, they buy a rather large company, which already exists on the market. After the purchase, they start to develop their business.
- How would you assess the perspectives of the market of leasing in Russia?
- It will evidently develop in a very fast way. As a whole, the market of leasing in this country accounts for several dozens of billion of dollars. The fixed assets are depreciated. It is necessary to replace them. The leasing scheme allows to considerably simplify this process, simultaneously optimizing the taxation. Leasing in the railway transport sector will surely develop a little faster than in other fields. As a matter of fact, the risks are considerably lower in this industry. For instance, it is possible and very easy to trace the location of all the rail cars of the company. In order to do so, it is enough to have an agreement with the main calculation center of OAO RZD.
I think that leasing in Russia has a great future. This is a widely known axiom: the capital flows in the direction where it is needed, where there is a possibility of assessment of risks.
Today, in railroad industry, there exists a great need for investment. This refers to OAO RZD, and private companies, among which there are operating and transportation companies. The only thing which is needed it is a long term investment. Today, unfortunately, our banks cannot provide all the willing parties with long term loans. It is necessary to understand that, in the rest of the world, the loan is issued for the whole term of service of an asset. If a rail car is operated for 25 years, in the USA, the loans may be received for 25 years.
Let us compare the competition conditions: in the USA one should pay the loan back for 25 years, and in this country, the company, dealing with transportation should be do its best to pay back the loan in three years. On the other side, the profitability is higher on our market, that is why large amounts of money will come here, without any doubt.
- To which extent similar perspectives depend on the economic situation in the country? How would you assess such risks?
- Russia has 9 thousand km from its Western to Eastern borders. All the rivers flow from North to South. Metallurgical plants, coal strip mines and sea ports are at quite long distances from each other. The automobile road network is not well developed. Moreover, not all the cargo can be transported by automobiles. Evidently, the railroad will remaine the key Russia's transport mode. On the other side, the economy is developing now, the gross domestic product is increasing, as well the business activity. Meanwhile, one should not forget that there was such a period in the 1990s of the Soviet era, when the fixed assets would not be replaced. Now the transport volumes is growing. At the same time, the rail cars have to be replaced. Moreover, within the framework of the industry's development, it is clearly stated, that by 2010, the ratio of parks of private companies and OAO RZD should be 50:50. Today, the rail car fleet consists of 800 thousand of rail cars, wherein 200 thousand ones belong to private companies. This means, that at least 200 thousand rail cars should be purchased over this period. It is a vast market with great perspectives.
Interviewed by Maria Ghermanova
[~DETAIL_TEXT] => Leasing is one of the most efficient forms of long term renting of facilities and equipment. The mechanism of leasing is getting more and more involved in the railroad industry. Dmitry Yeremeev, managing director of Brunswick Rail Leasing, is talking about the advantages of leasing and perspectives of its development in Russia.
- Dmitry, could you please tell us about the history of leasing in Russia?
- Leasing appeared in this country at the beginning of 90s. The economy developed, appeared new forms of work, and leasing became essential. Over the several years, the leasing deals were regulated by various sub-legislative acts. And only in 1998, a specially-focused law on leasing appeared. Today, it quite successfully regulates the relationships between the lessor and the lessee.
At that time, leasing was actively used by bank structures. This was one of the forms of crediting, but only more protected. In fact, the asset stayed in the property of the bank until all leasing payments were covered. Such a form exists up till now, and many companies, created within the structure of banks, are continuing this practice.
Leasing was not used in the railroad industry from the very beginning. For a very long time, the railroad transportation was the monopoly of the Ministry of Railways. The presence of private capital in the structures of the Ministry of Railways was not supposed to be. The first owners of railroad vehicles appeared only in the end of 90s. And from the very start, they began to apply leasing, as a form of acquiring of assets. For today, the relationship of OAO Russian Railways (OAO RZD) with a majority of financial structures are based on leasing. It will be enough to say that more than 50% of carriages are acquired through the leasing scheme. In this respect, the requirements of OAO RZD towards the financial leasing are quite tough. As a rule, it is a seven-year term and a certain credit interest rate. But for the fact that OAO RZD is one of the most reliable partners, serious fight is taking place for such contracts.
- Which forms of leasing are presented in Russia?
- Recently, only financial leasing was known in Russia. Meanwhile, there also exists another form, called operational leasing. It is a deal, in the process of which the asset, handed over to the lessee, stays in the property of the lessor over the whole period of operations. In the understanding of a Russian businessman, operational leasing is long term renting. But, from a legal point of view, it is mere leasing, because the basic criteria of the given notion are fully complied with: the presence of three parties: the lessor, the lessee, and the producer, or the seller, a long term contract, and the factor, that from the very start, we are acquiring this asset for handing it over for renting. Besides, there are many nuances, but the three points mentioned above are the key ones.
- Why is leasing attractive for the clients?
- The assets in railroad industry are very expensive. Thus, the price per a rail car accounts for USD 40,000 (without VAT). That is why the payback period last for years. Usually the payback period comes to 5-7, sometimes, 10 years. At the same time, the life term of a rail car is also quite long. In average, 25 years. On the other side, in order to satisfy all their needs in transportation, the companies, especially privately owned companies, need to attract the maximum number of rail cars.
It is the leasing scheme to allow to considerably increase the number of rail cars, without making serious capital investment. Leasing has one advantage: the company gets the right to apply an accelerated depreciation, which lets considerably optimize the taxation schemes.
- How is the practice of leasing of railroad carriages spread in other countries?
- Around 90% of all the rail cars go to operational leasing. In the West, every company strives to do specific types of business. They have such a notion, as clear labour division. If they act as transporters, they do not need to have their own rail cars. They work with companies, which specialize in acquisition and renting rolling stock. In this way, the transporters would not load their balance. They just sell services, using other parties' assets.
Our businessmen still have an intention to have everything at once. Meanwhile, in order to get the aimed target, one should not forget that it is necessary to run the property in a correct way, use in properly. When you try to do many things at a time, it doubtfully come to success.
The USA leasing market is quite developed. The number of companies, which act as lessors, is extremely large. Among them, there are real giants, such as GE Capital, City-rail. These companies have more than 100 thousand rail cars on their balance sheet. They offer these rail cars for rent, for operational leasing. Besides, these companies work on the markets of other countries. I do not have any doubts that these companies will be represented on the Russian market in several years. As a rule, they do not start their businesses from the ground up. Usually, they buy a rather large company, which already exists on the market. After the purchase, they start to develop their business.
- How would you assess the perspectives of the market of leasing in Russia?
- It will evidently develop in a very fast way. As a whole, the market of leasing in this country accounts for several dozens of billion of dollars. The fixed assets are depreciated. It is necessary to replace them. The leasing scheme allows to considerably simplify this process, simultaneously optimizing the taxation. Leasing in the railway transport sector will surely develop a little faster than in other fields. As a matter of fact, the risks are considerably lower in this industry. For instance, it is possible and very easy to trace the location of all the rail cars of the company. In order to do so, it is enough to have an agreement with the main calculation center of OAO RZD.
I think that leasing in Russia has a great future. This is a widely known axiom: the capital flows in the direction where it is needed, where there is a possibility of assessment of risks.
Today, in railroad industry, there exists a great need for investment. This refers to OAO RZD, and private companies, among which there are operating and transportation companies. The only thing which is needed it is a long term investment. Today, unfortunately, our banks cannot provide all the willing parties with long term loans. It is necessary to understand that, in the rest of the world, the loan is issued for the whole term of service of an asset. If a rail car is operated for 25 years, in the USA, the loans may be received for 25 years.
Let us compare the competition conditions: in the USA one should pay the loan back for 25 years, and in this country, the company, dealing with transportation should be do its best to pay back the loan in three years. On the other side, the profitability is higher on our market, that is why large amounts of money will come here, without any doubt.
- To which extent similar perspectives depend on the economic situation in the country? How would you assess such risks?
- Russia has 9 thousand km from its Western to Eastern borders. All the rivers flow from North to South. Metallurgical plants, coal strip mines and sea ports are at quite long distances from each other. The automobile road network is not well developed. Moreover, not all the cargo can be transported by automobiles. Evidently, the railroad will remaine the key Russia's transport mode. On the other side, the economy is developing now, the gross domestic product is increasing, as well the business activity. Meanwhile, one should not forget that there was such a period in the 1990s of the Soviet era, when the fixed assets would not be replaced. Now the transport volumes is growing. At the same time, the rail cars have to be replaced. Moreover, within the framework of the industry's development, it is clearly stated, that by 2010, the ratio of parks of private companies and OAO RZD should be 50:50. Today, the rail car fleet consists of 800 thousand of rail cars, wherein 200 thousand ones belong to private companies. This means, that at least 200 thousand rail cars should be purchased over this period. It is a vast market with great perspectives.
Interviewed by Maria Ghermanova
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[DETAIL_TEXT] => Leasing is one of the most efficient forms of long term renting of facilities and equipment. The mechanism of leasing is getting more and more involved in the railroad industry. Dmitry Yeremeev, managing director of Brunswick Rail Leasing, is talking about the advantages of leasing and perspectives of its development in Russia.
- Dmitry, could you please tell us about the history of leasing in Russia?
- Leasing appeared in this country at the beginning of 90s. The economy developed, appeared new forms of work, and leasing became essential. Over the several years, the leasing deals were regulated by various sub-legislative acts. And only in 1998, a specially-focused law on leasing appeared. Today, it quite successfully regulates the relationships between the lessor and the lessee.
At that time, leasing was actively used by bank structures. This was one of the forms of crediting, but only more protected. In fact, the asset stayed in the property of the bank until all leasing payments were covered. Such a form exists up till now, and many companies, created within the structure of banks, are continuing this practice.
Leasing was not used in the railroad industry from the very beginning. For a very long time, the railroad transportation was the monopoly of the Ministry of Railways. The presence of private capital in the structures of the Ministry of Railways was not supposed to be. The first owners of railroad vehicles appeared only in the end of 90s. And from the very start, they began to apply leasing, as a form of acquiring of assets. For today, the relationship of OAO Russian Railways (OAO RZD) with a majority of financial structures are based on leasing. It will be enough to say that more than 50% of carriages are acquired through the leasing scheme. In this respect, the requirements of OAO RZD towards the financial leasing are quite tough. As a rule, it is a seven-year term and a certain credit interest rate. But for the fact that OAO RZD is one of the most reliable partners, serious fight is taking place for such contracts.
- Which forms of leasing are presented in Russia?
- Recently, only financial leasing was known in Russia. Meanwhile, there also exists another form, called operational leasing. It is a deal, in the process of which the asset, handed over to the lessee, stays in the property of the lessor over the whole period of operations. In the understanding of a Russian businessman, operational leasing is long term renting. But, from a legal point of view, it is mere leasing, because the basic criteria of the given notion are fully complied with: the presence of three parties: the lessor, the lessee, and the producer, or the seller, a long term contract, and the factor, that from the very start, we are acquiring this asset for handing it over for renting. Besides, there are many nuances, but the three points mentioned above are the key ones.
- Why is leasing attractive for the clients?
- The assets in railroad industry are very expensive. Thus, the price per a rail car accounts for USD 40,000 (without VAT). That is why the payback period last for years. Usually the payback period comes to 5-7, sometimes, 10 years. At the same time, the life term of a rail car is also quite long. In average, 25 years. On the other side, in order to satisfy all their needs in transportation, the companies, especially privately owned companies, need to attract the maximum number of rail cars.
It is the leasing scheme to allow to considerably increase the number of rail cars, without making serious capital investment. Leasing has one advantage: the company gets the right to apply an accelerated depreciation, which lets considerably optimize the taxation schemes.
- How is the practice of leasing of railroad carriages spread in other countries?
- Around 90% of all the rail cars go to operational leasing. In the West, every company strives to do specific types of business. They have such a notion, as clear labour division. If they act as transporters, they do not need to have their own rail cars. They work with companies, which specialize in acquisition and renting rolling stock. In this way, the transporters would not load their balance. They just sell services, using other parties' assets.
Our businessmen still have an intention to have everything at once. Meanwhile, in order to get the aimed target, one should not forget that it is necessary to run the property in a correct way, use in properly. When you try to do many things at a time, it doubtfully come to success.
The USA leasing market is quite developed. The number of companies, which act as lessors, is extremely large. Among them, there are real giants, such as GE Capital, City-rail. These companies have more than 100 thousand rail cars on their balance sheet. They offer these rail cars for rent, for operational leasing. Besides, these companies work on the markets of other countries. I do not have any doubts that these companies will be represented on the Russian market in several years. As a rule, they do not start their businesses from the ground up. Usually, they buy a rather large company, which already exists on the market. After the purchase, they start to develop their business.
- How would you assess the perspectives of the market of leasing in Russia?
- It will evidently develop in a very fast way. As a whole, the market of leasing in this country accounts for several dozens of billion of dollars. The fixed assets are depreciated. It is necessary to replace them. The leasing scheme allows to considerably simplify this process, simultaneously optimizing the taxation. Leasing in the railway transport sector will surely develop a little faster than in other fields. As a matter of fact, the risks are considerably lower in this industry. For instance, it is possible and very easy to trace the location of all the rail cars of the company. In order to do so, it is enough to have an agreement with the main calculation center of OAO RZD.
I think that leasing in Russia has a great future. This is a widely known axiom: the capital flows in the direction where it is needed, where there is a possibility of assessment of risks.
Today, in railroad industry, there exists a great need for investment. This refers to OAO RZD, and private companies, among which there are operating and transportation companies. The only thing which is needed it is a long term investment. Today, unfortunately, our banks cannot provide all the willing parties with long term loans. It is necessary to understand that, in the rest of the world, the loan is issued for the whole term of service of an asset. If a rail car is operated for 25 years, in the USA, the loans may be received for 25 years.
Let us compare the competition conditions: in the USA one should pay the loan back for 25 years, and in this country, the company, dealing with transportation should be do its best to pay back the loan in three years. On the other side, the profitability is higher on our market, that is why large amounts of money will come here, without any doubt.
- To which extent similar perspectives depend on the economic situation in the country? How would you assess such risks?
- Russia has 9 thousand km from its Western to Eastern borders. All the rivers flow from North to South. Metallurgical plants, coal strip mines and sea ports are at quite long distances from each other. The automobile road network is not well developed. Moreover, not all the cargo can be transported by automobiles. Evidently, the railroad will remaine the key Russia's transport mode. On the other side, the economy is developing now, the gross domestic product is increasing, as well the business activity. Meanwhile, one should not forget that there was such a period in the 1990s of the Soviet era, when the fixed assets would not be replaced. Now the transport volumes is growing. At the same time, the rail cars have to be replaced. Moreover, within the framework of the industry's development, it is clearly stated, that by 2010, the ratio of parks of private companies and OAO RZD should be 50:50. Today, the rail car fleet consists of 800 thousand of rail cars, wherein 200 thousand ones belong to private companies. This means, that at least 200 thousand rail cars should be purchased over this period. It is a vast market with great perspectives.
Interviewed by Maria Ghermanova
[~DETAIL_TEXT] => Leasing is one of the most efficient forms of long term renting of facilities and equipment. The mechanism of leasing is getting more and more involved in the railroad industry. Dmitry Yeremeev, managing director of Brunswick Rail Leasing, is talking about the advantages of leasing and perspectives of its development in Russia.
- Dmitry, could you please tell us about the history of leasing in Russia?
- Leasing appeared in this country at the beginning of 90s. The economy developed, appeared new forms of work, and leasing became essential. Over the several years, the leasing deals were regulated by various sub-legislative acts. And only in 1998, a specially-focused law on leasing appeared. Today, it quite successfully regulates the relationships between the lessor and the lessee.
At that time, leasing was actively used by bank structures. This was one of the forms of crediting, but only more protected. In fact, the asset stayed in the property of the bank until all leasing payments were covered. Such a form exists up till now, and many companies, created within the structure of banks, are continuing this practice.
Leasing was not used in the railroad industry from the very beginning. For a very long time, the railroad transportation was the monopoly of the Ministry of Railways. The presence of private capital in the structures of the Ministry of Railways was not supposed to be. The first owners of railroad vehicles appeared only in the end of 90s. And from the very start, they began to apply leasing, as a form of acquiring of assets. For today, the relationship of OAO Russian Railways (OAO RZD) with a majority of financial structures are based on leasing. It will be enough to say that more than 50% of carriages are acquired through the leasing scheme. In this respect, the requirements of OAO RZD towards the financial leasing are quite tough. As a rule, it is a seven-year term and a certain credit interest rate. But for the fact that OAO RZD is one of the most reliable partners, serious fight is taking place for such contracts.
- Which forms of leasing are presented in Russia?
- Recently, only financial leasing was known in Russia. Meanwhile, there also exists another form, called operational leasing. It is a deal, in the process of which the asset, handed over to the lessee, stays in the property of the lessor over the whole period of operations. In the understanding of a Russian businessman, operational leasing is long term renting. But, from a legal point of view, it is mere leasing, because the basic criteria of the given notion are fully complied with: the presence of three parties: the lessor, the lessee, and the producer, or the seller, a long term contract, and the factor, that from the very start, we are acquiring this asset for handing it over for renting. Besides, there are many nuances, but the three points mentioned above are the key ones.
- Why is leasing attractive for the clients?
- The assets in railroad industry are very expensive. Thus, the price per a rail car accounts for USD 40,000 (without VAT). That is why the payback period last for years. Usually the payback period comes to 5-7, sometimes, 10 years. At the same time, the life term of a rail car is also quite long. In average, 25 years. On the other side, in order to satisfy all their needs in transportation, the companies, especially privately owned companies, need to attract the maximum number of rail cars.
It is the leasing scheme to allow to considerably increase the number of rail cars, without making serious capital investment. Leasing has one advantage: the company gets the right to apply an accelerated depreciation, which lets considerably optimize the taxation schemes.
- How is the practice of leasing of railroad carriages spread in other countries?
- Around 90% of all the rail cars go to operational leasing. In the West, every company strives to do specific types of business. They have such a notion, as clear labour division. If they act as transporters, they do not need to have their own rail cars. They work with companies, which specialize in acquisition and renting rolling stock. In this way, the transporters would not load their balance. They just sell services, using other parties' assets.
Our businessmen still have an intention to have everything at once. Meanwhile, in order to get the aimed target, one should not forget that it is necessary to run the property in a correct way, use in properly. When you try to do many things at a time, it doubtfully come to success.
The USA leasing market is quite developed. The number of companies, which act as lessors, is extremely large. Among them, there are real giants, such as GE Capital, City-rail. These companies have more than 100 thousand rail cars on their balance sheet. They offer these rail cars for rent, for operational leasing. Besides, these companies work on the markets of other countries. I do not have any doubts that these companies will be represented on the Russian market in several years. As a rule, they do not start their businesses from the ground up. Usually, they buy a rather large company, which already exists on the market. After the purchase, they start to develop their business.
- How would you assess the perspectives of the market of leasing in Russia?
- It will evidently develop in a very fast way. As a whole, the market of leasing in this country accounts for several dozens of billion of dollars. The fixed assets are depreciated. It is necessary to replace them. The leasing scheme allows to considerably simplify this process, simultaneously optimizing the taxation. Leasing in the railway transport sector will surely develop a little faster than in other fields. As a matter of fact, the risks are considerably lower in this industry. For instance, it is possible and very easy to trace the location of all the rail cars of the company. In order to do so, it is enough to have an agreement with the main calculation center of OAO RZD.
I think that leasing in Russia has a great future. This is a widely known axiom: the capital flows in the direction where it is needed, where there is a possibility of assessment of risks.
Today, in railroad industry, there exists a great need for investment. This refers to OAO RZD, and private companies, among which there are operating and transportation companies. The only thing which is needed it is a long term investment. Today, unfortunately, our banks cannot provide all the willing parties with long term loans. It is necessary to understand that, in the rest of the world, the loan is issued for the whole term of service of an asset. If a rail car is operated for 25 years, in the USA, the loans may be received for 25 years.
Let us compare the competition conditions: in the USA one should pay the loan back for 25 years, and in this country, the company, dealing with transportation should be do its best to pay back the loan in three years. On the other side, the profitability is higher on our market, that is why large amounts of money will come here, without any doubt.
- To which extent similar perspectives depend on the economic situation in the country? How would you assess such risks?
- Russia has 9 thousand km from its Western to Eastern borders. All the rivers flow from North to South. Metallurgical plants, coal strip mines and sea ports are at quite long distances from each other. The automobile road network is not well developed. Moreover, not all the cargo can be transported by automobiles. Evidently, the railroad will remaine the key Russia's transport mode. On the other side, the economy is developing now, the gross domestic product is increasing, as well the business activity. Meanwhile, one should not forget that there was such a period in the 1990s of the Soviet era, when the fixed assets would not be replaced. Now the transport volumes is growing. At the same time, the rail cars have to be replaced. Moreover, within the framework of the industry's development, it is clearly stated, that by 2010, the ratio of parks of private companies and OAO RZD should be 50:50. Today, the rail car fleet consists of 800 thousand of rail cars, wherein 200 thousand ones belong to private companies. This means, that at least 200 thousand rail cars should be purchased over this period. It is a vast market with great perspectives.
Interviewed by Maria Ghermanova
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Step by stop
The railway joining Saint-Petersburg and Moscow was constructed in 1851 in accordance with Tsar Nikoly I Decree. In the terms of plan and track profile it was the best one in the world. The double-track railway was 645 km long, wherein straight sectors constituted 92.5%. In 1953 first speed train ran by the railway within 12 hours and 40 minutes, including 1.5 hour-stopping, thus its speed averaged to 40 kmph. The train broke the record of passenger speed trains of its time.
In the 20th century the Soviet Union started increasing train speed up in mid-50-s. Locomotive P-36 "Victory" enabled to increase speed to 120 km/h. "Red arrow" express joined Leningrad and Moscow showing 9.5-hour-transortation period.
In early 60-s the first Soviet diesel passenger locomotive TEP-60 was developed. It enabled to link Moscow and Leningrad by 6.20 hour-run.
Further speed increase is connected with turning to electric traction. In mid-60-s express "Aurora" with Check electric locomotive ChS-2 reached the speed level of 160 km/h and journey from Leningrad to Moscow or vice versa took 5-5.20 hours. It is worth notifying that in 1963-1965 on the route Leningrad - Moscow the world highest speed was kept (120-130 km/h).
Up to mid-80-s due to absence of fast locomotive speed did not grow. In 1984 in the Lithuanian Soviet Republic electric train ER-200 with maximum speed of 200 km/h was developed (only 2 such trains were produced). However in order to reach the train's full potential rail infrastructure is to be capable of servicing it. But political and economic reforms started in Russia in late 80-s caused sharp production reduction and transportation volume decrease did not let reconstruct the railway until mid 90-s.
Speaking on today's situation...
In December of 1994 Russia's Minister of Railways Gennady Fadeyev signed the Decree of the Ministry of Railways collegium "On development the Programme of speed rail transportation implementation on the existing rail network". In order to fulfill the Decree the project "Complex reconstruction of the Saint-Petersburg - Moscow railway for regular operations of 200-km/p-speed trains" was launched
Planned operations were held in 1995-2001. In the frame of the project implementation improved technology and new constructions were implemented. Particularly, the track was repaired, over 300 rail switch boxes for speed trains was placed, 65 bridges was reconstructed and on 10 sectors road bed fixed. Over 500 km of new automatic block systems lines and 10 traction substation were constructed; also management systems of 34 rail stations were modernized and aerial contact wire was reconstructed (construction KS-200 was implemented).
However, some planned operations were not performed. It concerns reconstruction of several key stations and flattering of dozens of crooked sectors. Unfortunately, later these objects turned to bottlenecks, which do not let increase speed.
Today on the route Saint-Petersburg - Moscow (400 km) maximum speed fluctuates from 160 to 200 km/h. The fastest train ER-200 runs the way within 4.5 hours. Experts believe that some reconstruction could enable to decrease transportation period to 4 hours, but to see more significant results new complex reconstruction programme needed.
Meanwhile, it is obvious that implementation of regular speed trains, exceeding results of existing ones, is reasonable only if railways start competing with airlines. In this case transportation period should be reduced to under 3 hours and speed reaches 250-300 km/h. In Russia trains of under 200 km/h are speed ones, over this level - high-speed trains.
Here is the idea
In 2001-2003 in Russia the first stage of railways reform was completed. And in late 2004 president of OAO "Russian Railways" (OAO RZD) Gennady Fadeyev proposed a new project. On December 28, 2004, he signed the instruction "On speed and high-speed rail transportation organization", envisaging to establish 2 working groups headed by Mr.Fadeyev: on project development and implementation and on its scientific supply. Company's vice-presidents heading corresponding departments and chiefs of special research institutes were involved in the group. First group's work is coordinated by seniour vice-president of OAO RZD Khasyan Zyabirov, coordinator of the second group is director of Russian Research Institute of Railways Ivan Besedin.
In December-January Gennady Fadeyev set objective by 2007 to prepare infrastructure on the route Saint-Petersburg - Moscow for 250-300 km/h trains (delivery period - 2 hours 40 minutes), and on the route Saint-Petersburg - Helsinki - for 250 km/h trains. The preparation period envisages development of the legislative base (by mid-2005) and experimental sector creation for technical solutions checking (in 2005). Also on this stage control and inspection tools should be found. Moreover, parallel railway should be strengthen to reroute transit and domestic freight transportation and some stations should be reconstructed, other ones - liquidated. The general project is planned to be developed by the Saint-Petersburg institute OAO "Lengiprotrans".
For high-speed trains up-to-date electronic rolling stock is to be used. On January 21 in Germany Gennady Fadeyev and head of the transport technical group of Siemens AG Hans M. Schabert signed an agreement on production in Russia in 2007 of high-speed trains InterCityExpress (ICE). Trains are going to be produced by Moscow locomotive repairing works.
On January 20 a group of experts from OAO RZD and Siemense AG inspected the route Saint-Petersburg - Moscow and visited motor car depot chosen for new trains maintenance. After the inspection vice-president of OAO RZD Valentin Gapanovich held a meeting at which the decision on 5 joint working groups forming was made.
What's problem?
Today in Russia there is no legislative base for high-speed rail transportation as well as no feasibility study of the project. Thus, it is not so easy to forecast problems to be faced. However, experts voice their prognosis. We asked specialists of OAO RZD and its subsidiary the October railway, the Federal Railway Agency, OAO "Lengiprotrans" and Institute of Transport Problems under the RF Academy of Science to comment on the situation.
First of all, the route crosses rather densely populated regions and in order to provide safety railway should be fenced. Also, high-speed trains will run through some 50 rail stations and several dozens of passenger platforms, so something should be done to protect passengers from express flying through.
As was mentioned above, there are several crooked sectors on the route which need flattering to serve 200 km/h trains. While if train speed increases by another 1.5 times quantity of non-satisfactory sectors will grow. Meanwhile, ways flattering will lead to necessity to construct new sectors. Even today it is quite clear that round trucks for some large stations (Bologoye, Tver) should be constructed as well as several new bridges. New sectors construction will cause extra expenditures as well as other special operations.
Another serious problem is connected with road bed. According to authorities, today 92 km of railway embankment is on a weak base, and on over 14 km of it there are track boils 25 mm long. Obviously, these sectors should be repaired and modernized - serious investigation needed, including deep ground samples examining.
Speaking on railing, most likely, Japanese and Canadian ones, laid on the route Saint-Petersburg - Moscow within 440 km on one-track sector, will be utilized. Probably, sleeper type also will be changed. As a possible variant a 100-meter sector is considered where SWETRAK concrete sleeper fixed with Pandrol ties.
Another problem is whether dimensions of axles, piers, station buildings and passenger platforms could stay as they are or should be enlarged. Today it is unanswered. Obviously, one-level rail-car road junctions should be changed to overpasses.
Experts state that construction of aerial contact wire KS-200 enables to adapt it for 250 km/h-speed trains. But there is no researches whether it could be used for over 300 km/h-speed trains. Today there is no experience of operating dc lines and only on ac lines necessary current transfer and tractive force are received. Specialists consider that changing of current type on the Saint-Petersburg - Moscow route is extremely technically difficult.
Existing automatic block system could become a base for updated ones. However, researches of its compatibility with asynchronous motor are to be performed.
Cargo flows rerouting could also become a problem. A couple of years ago 25 pairs of freight trains per day operated the route. Today they mostly use other railways but the problem of reconstruction of "other railways" appear, as, for example, the sector Vologda - Cherepovets - Saint-Petersburg is operated by some 50-60 pairs of freight trains per day and is obviously overloaded. The way Moscow - Saint-Petersburg via Sonkovo doesn't have enough capacity. Another question is situation with consignors: we speak about transportation of production of works located in Tver, Veliky Novgorod, Vyshny Volochok, Likhoslavl and others (total volume of up to 400 cars) and alternative logistic schemes are not easy to develop. Thus, regional night freight trains could keep on operating with speed and maximum loading limitation.
Similar difficulties are with suburban rail transportation, especially intensive within 150 km from Moscow and Saint-Petersburg. In this case third and even fourth tracks are to be constructed. What concerns the rest trains, the schedule envisaging both suburban and high-speed train is to be worked out, which is especially difficult for rush-hours.
Start is half a result
The crucial point of every project is its cost. But before feasibility study completion nobody forecasts the total. Anyway, according to Gennady Fadeyev, OAO RZD plans to attract borrowed funds to finance the project. Whether state and regional budgets and private investors will participate is not clear yet.
Experts are sure that such company as OAO RZD is able to implement the project. Meanwhile, there is a point of view that it's better to construct a new railway for high-speed trains despite reconstruction of the existing one.
This or that way but operations within the project have not been started yet. First researches will ask these questions and clarify the situation with specifications, help in legislative base creation and new decisions finding.
Concluding it's worth noting that high-speed train implementation in Russia is predetermined by the country's geographical position.
Andrey Guryev
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Step by stop
The railway joining Saint-Petersburg and Moscow was constructed in 1851 in accordance with Tsar Nikoly I Decree. In the terms of plan and track profile it was the best one in the world. The double-track railway was 645 km long, wherein straight sectors constituted 92.5%. In 1953 first speed train ran by the railway within 12 hours and 40 minutes, including 1.5 hour-stopping, thus its speed averaged to 40 kmph. The train broke the record of passenger speed trains of its time.
In the 20th century the Soviet Union started increasing train speed up in mid-50-s. Locomotive P-36 "Victory" enabled to increase speed to 120 km/h. "Red arrow" express joined Leningrad and Moscow showing 9.5-hour-transortation period.
In early 60-s the first Soviet diesel passenger locomotive TEP-60 was developed. It enabled to link Moscow and Leningrad by 6.20 hour-run.
Further speed increase is connected with turning to electric traction. In mid-60-s express "Aurora" with Check electric locomotive ChS-2 reached the speed level of 160 km/h and journey from Leningrad to Moscow or vice versa took 5-5.20 hours. It is worth notifying that in 1963-1965 on the route Leningrad - Moscow the world highest speed was kept (120-130 km/h).
Up to mid-80-s due to absence of fast locomotive speed did not grow. In 1984 in the Lithuanian Soviet Republic electric train ER-200 with maximum speed of 200 km/h was developed (only 2 such trains were produced). However in order to reach the train's full potential rail infrastructure is to be capable of servicing it. But political and economic reforms started in Russia in late 80-s caused sharp production reduction and transportation volume decrease did not let reconstruct the railway until mid 90-s.
Speaking on today's situation...
In December of 1994 Russia's Minister of Railways Gennady Fadeyev signed the Decree of the Ministry of Railways collegium "On development the Programme of speed rail transportation implementation on the existing rail network". In order to fulfill the Decree the project "Complex reconstruction of the Saint-Petersburg - Moscow railway for regular operations of 200-km/p-speed trains" was launched
Planned operations were held in 1995-2001. In the frame of the project implementation improved technology and new constructions were implemented. Particularly, the track was repaired, over 300 rail switch boxes for speed trains was placed, 65 bridges was reconstructed and on 10 sectors road bed fixed. Over 500 km of new automatic block systems lines and 10 traction substation were constructed; also management systems of 34 rail stations were modernized and aerial contact wire was reconstructed (construction KS-200 was implemented).
However, some planned operations were not performed. It concerns reconstruction of several key stations and flattering of dozens of crooked sectors. Unfortunately, later these objects turned to bottlenecks, which do not let increase speed.
Today on the route Saint-Petersburg - Moscow (400 km) maximum speed fluctuates from 160 to 200 km/h. The fastest train ER-200 runs the way within 4.5 hours. Experts believe that some reconstruction could enable to decrease transportation period to 4 hours, but to see more significant results new complex reconstruction programme needed.
Meanwhile, it is obvious that implementation of regular speed trains, exceeding results of existing ones, is reasonable only if railways start competing with airlines. In this case transportation period should be reduced to under 3 hours and speed reaches 250-300 km/h. In Russia trains of under 200 km/h are speed ones, over this level - high-speed trains.
Here is the idea
In 2001-2003 in Russia the first stage of railways reform was completed. And in late 2004 president of OAO "Russian Railways" (OAO RZD) Gennady Fadeyev proposed a new project. On December 28, 2004, he signed the instruction "On speed and high-speed rail transportation organization", envisaging to establish 2 working groups headed by Mr.Fadeyev: on project development and implementation and on its scientific supply. Company's vice-presidents heading corresponding departments and chiefs of special research institutes were involved in the group. First group's work is coordinated by seniour vice-president of OAO RZD Khasyan Zyabirov, coordinator of the second group is director of Russian Research Institute of Railways Ivan Besedin.
In December-January Gennady Fadeyev set objective by 2007 to prepare infrastructure on the route Saint-Petersburg - Moscow for 250-300 km/h trains (delivery period - 2 hours 40 minutes), and on the route Saint-Petersburg - Helsinki - for 250 km/h trains. The preparation period envisages development of the legislative base (by mid-2005) and experimental sector creation for technical solutions checking (in 2005). Also on this stage control and inspection tools should be found. Moreover, parallel railway should be strengthen to reroute transit and domestic freight transportation and some stations should be reconstructed, other ones - liquidated. The general project is planned to be developed by the Saint-Petersburg institute OAO "Lengiprotrans".
For high-speed trains up-to-date electronic rolling stock is to be used. On January 21 in Germany Gennady Fadeyev and head of the transport technical group of Siemens AG Hans M. Schabert signed an agreement on production in Russia in 2007 of high-speed trains InterCityExpress (ICE). Trains are going to be produced by Moscow locomotive repairing works.
On January 20 a group of experts from OAO RZD and Siemense AG inspected the route Saint-Petersburg - Moscow and visited motor car depot chosen for new trains maintenance. After the inspection vice-president of OAO RZD Valentin Gapanovich held a meeting at which the decision on 5 joint working groups forming was made.
What's problem?
Today in Russia there is no legislative base for high-speed rail transportation as well as no feasibility study of the project. Thus, it is not so easy to forecast problems to be faced. However, experts voice their prognosis. We asked specialists of OAO RZD and its subsidiary the October railway, the Federal Railway Agency, OAO "Lengiprotrans" and Institute of Transport Problems under the RF Academy of Science to comment on the situation.
First of all, the route crosses rather densely populated regions and in order to provide safety railway should be fenced. Also, high-speed trains will run through some 50 rail stations and several dozens of passenger platforms, so something should be done to protect passengers from express flying through.
As was mentioned above, there are several crooked sectors on the route which need flattering to serve 200 km/h trains. While if train speed increases by another 1.5 times quantity of non-satisfactory sectors will grow. Meanwhile, ways flattering will lead to necessity to construct new sectors. Even today it is quite clear that round trucks for some large stations (Bologoye, Tver) should be constructed as well as several new bridges. New sectors construction will cause extra expenditures as well as other special operations.
Another serious problem is connected with road bed. According to authorities, today 92 km of railway embankment is on a weak base, and on over 14 km of it there are track boils 25 mm long. Obviously, these sectors should be repaired and modernized - serious investigation needed, including deep ground samples examining.
Speaking on railing, most likely, Japanese and Canadian ones, laid on the route Saint-Petersburg - Moscow within 440 km on one-track sector, will be utilized. Probably, sleeper type also will be changed. As a possible variant a 100-meter sector is considered where SWETRAK concrete sleeper fixed with Pandrol ties.
Another problem is whether dimensions of axles, piers, station buildings and passenger platforms could stay as they are or should be enlarged. Today it is unanswered. Obviously, one-level rail-car road junctions should be changed to overpasses.
Experts state that construction of aerial contact wire KS-200 enables to adapt it for 250 km/h-speed trains. But there is no researches whether it could be used for over 300 km/h-speed trains. Today there is no experience of operating dc lines and only on ac lines necessary current transfer and tractive force are received. Specialists consider that changing of current type on the Saint-Petersburg - Moscow route is extremely technically difficult.
Existing automatic block system could become a base for updated ones. However, researches of its compatibility with asynchronous motor are to be performed.
Cargo flows rerouting could also become a problem. A couple of years ago 25 pairs of freight trains per day operated the route. Today they mostly use other railways but the problem of reconstruction of "other railways" appear, as, for example, the sector Vologda - Cherepovets - Saint-Petersburg is operated by some 50-60 pairs of freight trains per day and is obviously overloaded. The way Moscow - Saint-Petersburg via Sonkovo doesn't have enough capacity. Another question is situation with consignors: we speak about transportation of production of works located in Tver, Veliky Novgorod, Vyshny Volochok, Likhoslavl and others (total volume of up to 400 cars) and alternative logistic schemes are not easy to develop. Thus, regional night freight trains could keep on operating with speed and maximum loading limitation.
Similar difficulties are with suburban rail transportation, especially intensive within 150 km from Moscow and Saint-Petersburg. In this case third and even fourth tracks are to be constructed. What concerns the rest trains, the schedule envisaging both suburban and high-speed train is to be worked out, which is especially difficult for rush-hours.
Start is half a result
The crucial point of every project is its cost. But before feasibility study completion nobody forecasts the total. Anyway, according to Gennady Fadeyev, OAO RZD plans to attract borrowed funds to finance the project. Whether state and regional budgets and private investors will participate is not clear yet.
Experts are sure that such company as OAO RZD is able to implement the project. Meanwhile, there is a point of view that it's better to construct a new railway for high-speed trains despite reconstruction of the existing one.
This or that way but operations within the project have not been started yet. First researches will ask these questions and clarify the situation with specifications, help in legislative base creation and new decisions finding.
Concluding it's worth noting that high-speed train implementation in Russia is predetermined by the country's geographical position.
Andrey Guryev
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[SECTION_META_DESCRIPTION] => "What a Russian doesn't like fast driving!", - wrote Nikoly Gogol. But a Russian proverb says: "Russians drive fast but harness slowly". Today speaking about high-speed rail transportation the second part of the proverb works, will the forecast of the first one come true?<BR>
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[ELEMENT_META_DESCRIPTION] => "What a Russian doesn't like fast driving!", - wrote Nikoly Gogol. But a Russian proverb says: "Russians drive fast but harness slowly". Today speaking about high-speed rail transportation the second part of the proverb works, will the forecast of the first one come true?<BR>
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Step by stop
The railway joining Saint-Petersburg and Moscow was constructed in 1851 in accordance with Tsar Nikoly I Decree. In the terms of plan and track profile it was the best one in the world. The double-track railway was 645 km long, wherein straight sectors constituted 92.5%. In 1953 first speed train ran by the railway within 12 hours and 40 minutes, including 1.5 hour-stopping, thus its speed averaged to 40 kmph. The train broke the record of passenger speed trains of its time.
In the 20th century the Soviet Union started increasing train speed up in mid-50-s. Locomotive P-36 "Victory" enabled to increase speed to 120 km/h. "Red arrow" express joined Leningrad and Moscow showing 9.5-hour-transortation period.
In early 60-s the first Soviet diesel passenger locomotive TEP-60 was developed. It enabled to link Moscow and Leningrad by 6.20 hour-run.
Further speed increase is connected with turning to electric traction. In mid-60-s express "Aurora" with Check electric locomotive ChS-2 reached the speed level of 160 km/h and journey from Leningrad to Moscow or vice versa took 5-5.20 hours. It is worth notifying that in 1963-1965 on the route Leningrad - Moscow the world highest speed was kept (120-130 km/h).
Up to mid-80-s due to absence of fast locomotive speed did not grow. In 1984 in the Lithuanian Soviet Republic electric train ER-200 with maximum speed of 200 km/h was developed (only 2 such trains were produced). However in order to reach the train's full potential rail infrastructure is to be capable of servicing it. But political and economic reforms started in Russia in late 80-s caused sharp production reduction and transportation volume decrease did not let reconstruct the railway until mid 90-s.
Speaking on today's situation...
In December of 1994 Russia's Minister of Railways Gennady Fadeyev signed the Decree of the Ministry of Railways collegium "On development the Programme of speed rail transportation implementation on the existing rail network". In order to fulfill the Decree the project "Complex reconstruction of the Saint-Petersburg - Moscow railway for regular operations of 200-km/p-speed trains" was launched
Planned operations were held in 1995-2001. In the frame of the project implementation improved technology and new constructions were implemented. Particularly, the track was repaired, over 300 rail switch boxes for speed trains was placed, 65 bridges was reconstructed and on 10 sectors road bed fixed. Over 500 km of new automatic block systems lines and 10 traction substation were constructed; also management systems of 34 rail stations were modernized and aerial contact wire was reconstructed (construction KS-200 was implemented).
However, some planned operations were not performed. It concerns reconstruction of several key stations and flattering of dozens of crooked sectors. Unfortunately, later these objects turned to bottlenecks, which do not let increase speed.
Today on the route Saint-Petersburg - Moscow (400 km) maximum speed fluctuates from 160 to 200 km/h. The fastest train ER-200 runs the way within 4.5 hours. Experts believe that some reconstruction could enable to decrease transportation period to 4 hours, but to see more significant results new complex reconstruction programme needed.
Meanwhile, it is obvious that implementation of regular speed trains, exceeding results of existing ones, is reasonable only if railways start competing with airlines. In this case transportation period should be reduced to under 3 hours and speed reaches 250-300 km/h. In Russia trains of under 200 km/h are speed ones, over this level - high-speed trains.
Here is the idea
In 2001-2003 in Russia the first stage of railways reform was completed. And in late 2004 president of OAO "Russian Railways" (OAO RZD) Gennady Fadeyev proposed a new project. On December 28, 2004, he signed the instruction "On speed and high-speed rail transportation organization", envisaging to establish 2 working groups headed by Mr.Fadeyev: on project development and implementation and on its scientific supply. Company's vice-presidents heading corresponding departments and chiefs of special research institutes were involved in the group. First group's work is coordinated by seniour vice-president of OAO RZD Khasyan Zyabirov, coordinator of the second group is director of Russian Research Institute of Railways Ivan Besedin.
In December-January Gennady Fadeyev set objective by 2007 to prepare infrastructure on the route Saint-Petersburg - Moscow for 250-300 km/h trains (delivery period - 2 hours 40 minutes), and on the route Saint-Petersburg - Helsinki - for 250 km/h trains. The preparation period envisages development of the legislative base (by mid-2005) and experimental sector creation for technical solutions checking (in 2005). Also on this stage control and inspection tools should be found. Moreover, parallel railway should be strengthen to reroute transit and domestic freight transportation and some stations should be reconstructed, other ones - liquidated. The general project is planned to be developed by the Saint-Petersburg institute OAO "Lengiprotrans".
For high-speed trains up-to-date electronic rolling stock is to be used. On January 21 in Germany Gennady Fadeyev and head of the transport technical group of Siemens AG Hans M. Schabert signed an agreement on production in Russia in 2007 of high-speed trains InterCityExpress (ICE). Trains are going to be produced by Moscow locomotive repairing works.
On January 20 a group of experts from OAO RZD and Siemense AG inspected the route Saint-Petersburg - Moscow and visited motor car depot chosen for new trains maintenance. After the inspection vice-president of OAO RZD Valentin Gapanovich held a meeting at which the decision on 5 joint working groups forming was made.
What's problem?
Today in Russia there is no legislative base for high-speed rail transportation as well as no feasibility study of the project. Thus, it is not so easy to forecast problems to be faced. However, experts voice their prognosis. We asked specialists of OAO RZD and its subsidiary the October railway, the Federal Railway Agency, OAO "Lengiprotrans" and Institute of Transport Problems under the RF Academy of Science to comment on the situation.
First of all, the route crosses rather densely populated regions and in order to provide safety railway should be fenced. Also, high-speed trains will run through some 50 rail stations and several dozens of passenger platforms, so something should be done to protect passengers from express flying through.
As was mentioned above, there are several crooked sectors on the route which need flattering to serve 200 km/h trains. While if train speed increases by another 1.5 times quantity of non-satisfactory sectors will grow. Meanwhile, ways flattering will lead to necessity to construct new sectors. Even today it is quite clear that round trucks for some large stations (Bologoye, Tver) should be constructed as well as several new bridges. New sectors construction will cause extra expenditures as well as other special operations.
Another serious problem is connected with road bed. According to authorities, today 92 km of railway embankment is on a weak base, and on over 14 km of it there are track boils 25 mm long. Obviously, these sectors should be repaired and modernized - serious investigation needed, including deep ground samples examining.
Speaking on railing, most likely, Japanese and Canadian ones, laid on the route Saint-Petersburg - Moscow within 440 km on one-track sector, will be utilized. Probably, sleeper type also will be changed. As a possible variant a 100-meter sector is considered where SWETRAK concrete sleeper fixed with Pandrol ties.
Another problem is whether dimensions of axles, piers, station buildings and passenger platforms could stay as they are or should be enlarged. Today it is unanswered. Obviously, one-level rail-car road junctions should be changed to overpasses.
Experts state that construction of aerial contact wire KS-200 enables to adapt it for 250 km/h-speed trains. But there is no researches whether it could be used for over 300 km/h-speed trains. Today there is no experience of operating dc lines and only on ac lines necessary current transfer and tractive force are received. Specialists consider that changing of current type on the Saint-Petersburg - Moscow route is extremely technically difficult.
Existing automatic block system could become a base for updated ones. However, researches of its compatibility with asynchronous motor are to be performed.
Cargo flows rerouting could also become a problem. A couple of years ago 25 pairs of freight trains per day operated the route. Today they mostly use other railways but the problem of reconstruction of "other railways" appear, as, for example, the sector Vologda - Cherepovets - Saint-Petersburg is operated by some 50-60 pairs of freight trains per day and is obviously overloaded. The way Moscow - Saint-Petersburg via Sonkovo doesn't have enough capacity. Another question is situation with consignors: we speak about transportation of production of works located in Tver, Veliky Novgorod, Vyshny Volochok, Likhoslavl and others (total volume of up to 400 cars) and alternative logistic schemes are not easy to develop. Thus, regional night freight trains could keep on operating with speed and maximum loading limitation.
Similar difficulties are with suburban rail transportation, especially intensive within 150 km from Moscow and Saint-Petersburg. In this case third and even fourth tracks are to be constructed. What concerns the rest trains, the schedule envisaging both suburban and high-speed train is to be worked out, which is especially difficult for rush-hours.
Start is half a result
The crucial point of every project is its cost. But before feasibility study completion nobody forecasts the total. Anyway, according to Gennady Fadeyev, OAO RZD plans to attract borrowed funds to finance the project. Whether state and regional budgets and private investors will participate is not clear yet.
Experts are sure that such company as OAO RZD is able to implement the project. Meanwhile, there is a point of view that it's better to construct a new railway for high-speed trains despite reconstruction of the existing one.
This or that way but operations within the project have not been started yet. First researches will ask these questions and clarify the situation with specifications, help in legislative base creation and new decisions finding.
Concluding it's worth noting that high-speed train implementation in Russia is predetermined by the country's geographical position.
Andrey Guryev
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Step by stop
The railway joining Saint-Petersburg and Moscow was constructed in 1851 in accordance with Tsar Nikoly I Decree. In the terms of plan and track profile it was the best one in the world. The double-track railway was 645 km long, wherein straight sectors constituted 92.5%. In 1953 first speed train ran by the railway within 12 hours and 40 minutes, including 1.5 hour-stopping, thus its speed averaged to 40 kmph. The train broke the record of passenger speed trains of its time.
In the 20th century the Soviet Union started increasing train speed up in mid-50-s. Locomotive P-36 "Victory" enabled to increase speed to 120 km/h. "Red arrow" express joined Leningrad and Moscow showing 9.5-hour-transortation period.
In early 60-s the first Soviet diesel passenger locomotive TEP-60 was developed. It enabled to link Moscow and Leningrad by 6.20 hour-run.
Further speed increase is connected with turning to electric traction. In mid-60-s express "Aurora" with Check electric locomotive ChS-2 reached the speed level of 160 km/h and journey from Leningrad to Moscow or vice versa took 5-5.20 hours. It is worth notifying that in 1963-1965 on the route Leningrad - Moscow the world highest speed was kept (120-130 km/h).
Up to mid-80-s due to absence of fast locomotive speed did not grow. In 1984 in the Lithuanian Soviet Republic electric train ER-200 with maximum speed of 200 km/h was developed (only 2 such trains were produced). However in order to reach the train's full potential rail infrastructure is to be capable of servicing it. But political and economic reforms started in Russia in late 80-s caused sharp production reduction and transportation volume decrease did not let reconstruct the railway until mid 90-s.
Speaking on today's situation...
In December of 1994 Russia's Minister of Railways Gennady Fadeyev signed the Decree of the Ministry of Railways collegium "On development the Programme of speed rail transportation implementation on the existing rail network". In order to fulfill the Decree the project "Complex reconstruction of the Saint-Petersburg - Moscow railway for regular operations of 200-km/p-speed trains" was launched
Planned operations were held in 1995-2001. In the frame of the project implementation improved technology and new constructions were implemented. Particularly, the track was repaired, over 300 rail switch boxes for speed trains was placed, 65 bridges was reconstructed and on 10 sectors road bed fixed. Over 500 km of new automatic block systems lines and 10 traction substation were constructed; also management systems of 34 rail stations were modernized and aerial contact wire was reconstructed (construction KS-200 was implemented).
However, some planned operations were not performed. It concerns reconstruction of several key stations and flattering of dozens of crooked sectors. Unfortunately, later these objects turned to bottlenecks, which do not let increase speed.
Today on the route Saint-Petersburg - Moscow (400 km) maximum speed fluctuates from 160 to 200 km/h. The fastest train ER-200 runs the way within 4.5 hours. Experts believe that some reconstruction could enable to decrease transportation period to 4 hours, but to see more significant results new complex reconstruction programme needed.
Meanwhile, it is obvious that implementation of regular speed trains, exceeding results of existing ones, is reasonable only if railways start competing with airlines. In this case transportation period should be reduced to under 3 hours and speed reaches 250-300 km/h. In Russia trains of under 200 km/h are speed ones, over this level - high-speed trains.
Here is the idea
In 2001-2003 in Russia the first stage of railways reform was completed. And in late 2004 president of OAO "Russian Railways" (OAO RZD) Gennady Fadeyev proposed a new project. On December 28, 2004, he signed the instruction "On speed and high-speed rail transportation organization", envisaging to establish 2 working groups headed by Mr.Fadeyev: on project development and implementation and on its scientific supply. Company's vice-presidents heading corresponding departments and chiefs of special research institutes were involved in the group. First group's work is coordinated by seniour vice-president of OAO RZD Khasyan Zyabirov, coordinator of the second group is director of Russian Research Institute of Railways Ivan Besedin.
In December-January Gennady Fadeyev set objective by 2007 to prepare infrastructure on the route Saint-Petersburg - Moscow for 250-300 km/h trains (delivery period - 2 hours 40 minutes), and on the route Saint-Petersburg - Helsinki - for 250 km/h trains. The preparation period envisages development of the legislative base (by mid-2005) and experimental sector creation for technical solutions checking (in 2005). Also on this stage control and inspection tools should be found. Moreover, parallel railway should be strengthen to reroute transit and domestic freight transportation and some stations should be reconstructed, other ones - liquidated. The general project is planned to be developed by the Saint-Petersburg institute OAO "Lengiprotrans".
For high-speed trains up-to-date electronic rolling stock is to be used. On January 21 in Germany Gennady Fadeyev and head of the transport technical group of Siemens AG Hans M. Schabert signed an agreement on production in Russia in 2007 of high-speed trains InterCityExpress (ICE). Trains are going to be produced by Moscow locomotive repairing works.
On January 20 a group of experts from OAO RZD and Siemense AG inspected the route Saint-Petersburg - Moscow and visited motor car depot chosen for new trains maintenance. After the inspection vice-president of OAO RZD Valentin Gapanovich held a meeting at which the decision on 5 joint working groups forming was made.
What's problem?
Today in Russia there is no legislative base for high-speed rail transportation as well as no feasibility study of the project. Thus, it is not so easy to forecast problems to be faced. However, experts voice their prognosis. We asked specialists of OAO RZD and its subsidiary the October railway, the Federal Railway Agency, OAO "Lengiprotrans" and Institute of Transport Problems under the RF Academy of Science to comment on the situation.
First of all, the route crosses rather densely populated regions and in order to provide safety railway should be fenced. Also, high-speed trains will run through some 50 rail stations and several dozens of passenger platforms, so something should be done to protect passengers from express flying through.
As was mentioned above, there are several crooked sectors on the route which need flattering to serve 200 km/h trains. While if train speed increases by another 1.5 times quantity of non-satisfactory sectors will grow. Meanwhile, ways flattering will lead to necessity to construct new sectors. Even today it is quite clear that round trucks for some large stations (Bologoye, Tver) should be constructed as well as several new bridges. New sectors construction will cause extra expenditures as well as other special operations.
Another serious problem is connected with road bed. According to authorities, today 92 km of railway embankment is on a weak base, and on over 14 km of it there are track boils 25 mm long. Obviously, these sectors should be repaired and modernized - serious investigation needed, including deep ground samples examining.
Speaking on railing, most likely, Japanese and Canadian ones, laid on the route Saint-Petersburg - Moscow within 440 km on one-track sector, will be utilized. Probably, sleeper type also will be changed. As a possible variant a 100-meter sector is considered where SWETRAK concrete sleeper fixed with Pandrol ties.
Another problem is whether dimensions of axles, piers, station buildings and passenger platforms could stay as they are or should be enlarged. Today it is unanswered. Obviously, one-level rail-car road junctions should be changed to overpasses.
Experts state that construction of aerial contact wire KS-200 enables to adapt it for 250 km/h-speed trains. But there is no researches whether it could be used for over 300 km/h-speed trains. Today there is no experience of operating dc lines and only on ac lines necessary current transfer and tractive force are received. Specialists consider that changing of current type on the Saint-Petersburg - Moscow route is extremely technically difficult.
Existing automatic block system could become a base for updated ones. However, researches of its compatibility with asynchronous motor are to be performed.
Cargo flows rerouting could also become a problem. A couple of years ago 25 pairs of freight trains per day operated the route. Today they mostly use other railways but the problem of reconstruction of "other railways" appear, as, for example, the sector Vologda - Cherepovets - Saint-Petersburg is operated by some 50-60 pairs of freight trains per day and is obviously overloaded. The way Moscow - Saint-Petersburg via Sonkovo doesn't have enough capacity. Another question is situation with consignors: we speak about transportation of production of works located in Tver, Veliky Novgorod, Vyshny Volochok, Likhoslavl and others (total volume of up to 400 cars) and alternative logistic schemes are not easy to develop. Thus, regional night freight trains could keep on operating with speed and maximum loading limitation.
Similar difficulties are with suburban rail transportation, especially intensive within 150 km from Moscow and Saint-Petersburg. In this case third and even fourth tracks are to be constructed. What concerns the rest trains, the schedule envisaging both suburban and high-speed train is to be worked out, which is especially difficult for rush-hours.
Start is half a result
The crucial point of every project is its cost. But before feasibility study completion nobody forecasts the total. Anyway, according to Gennady Fadeyev, OAO RZD plans to attract borrowed funds to finance the project. Whether state and regional budgets and private investors will participate is not clear yet.
Experts are sure that such company as OAO RZD is able to implement the project. Meanwhile, there is a point of view that it's better to construct a new railway for high-speed trains despite reconstruction of the existing one.
This or that way but operations within the project have not been started yet. First researches will ask these questions and clarify the situation with specifications, help in legislative base creation and new decisions finding.
Concluding it's worth noting that high-speed train implementation in Russia is predetermined by the country's geographical position.
Andrey Guryev
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[DETAIL_TEXT] => Russian Railways' bonds enter Moscow Inter-bank Currency Exchange (MICEX).
On 28 February, the second circulation of Russian Railways' bonds, lots 01, 02, and 03, started at MICEX.
Operations at the exchange will ensure the corporation's leading position on Russian bond market.
The corporation's bonds are included in the second level quote list A. The trade codes of lots 01, 02, and 03 are RU000A0DHMC4, RU000A0DHMD2, and RU000A0DHME0, respectively.
At present, the bond issues of Moscow Government and Gazprom public corporation have top security and liquidity. By letting bonds to the exchange, Russian Railways significantly extend the possibilities of large investment institutions on bond market, those to include banks, investment and retirement funds, and insurance companies, as well as foreign investors. This will have a positive impact on the market development as a whole.
Three bond lots were placed at the Exchange, at 4 billion roubles each: lot 01 with 1 year circulation (364 days), lot 02 with 3 year circulation (1092 days), and lot 03 with 5 year circulation (1820 days).
Warrant semi-annual rates are fixed at: 6.59% APR for lot 01, 7.75% APR for lot 02, and 8.83% APR for lot 03. The bonds were placed at the corporation's nominal price on 8 December 2004.
The bonds were placed by a syndicate of several leading banks. Web-Invest Bank and JP Morgan Bank organised the bond issue. Gazprombnak, Deutche Bank, Petrocommerce Bank, Industrial and Building Bank, and SOYUZ Bank were the syndicate underwriters, with Amro Bank as a co-underwriter.
New Investment Program System
The OAO RZD Board of Directors approved a decision to adopt new regulations to form company's investment program.
To systematize and formalize the interaction of all organizational departments of OAO RZD that form the investment program (departments and subsidiaries) the company drew up the draft Regulations that forms the investment program. The document was approved by the Board of directors.
Until now the OAO RZD investment program was seen as an annual volume of financing for capital investments that covered over 1,500 services and facilities, i.e. types of industrial activities, lines, and departments. At the same time three separate investment projects appeared in the investment program-2005 for the first time with separately calculated economic effect. At issue are the transportation of petroleum to China, and the projects known as The Automated Commercial Electric Power Metering System-ASKUE and The Launching of Suburban Rapid Trains on line Moscow-Lyubertsy-Ramenskoye. In the future OAO RZD plans to form an investment program on the basis of projects.
To start forming investment programs on the basis of projects, in 2005 plans call among other issues to draft business-plans of the following investment projects:
- optimization and development of rail infrastructure;
- multilevel control and safety rail traffic system;
- development of rolling stock technical servicing and repair systems;
- transportation of LNG and petroleum products on the route Tyumen - Tobolsk - Surgut;
- development of rail station complexes.
At the same time OAO RZD does not plan to brush aside the annual and medium-term (three-year) investment planning. The annual investment budget will be drafted as an annual section of all projects included for implementation during the planned year, and the medium-term forecasted investment budget will be drafted as a three-year section with modifications in the future.
The regulating of investment formation process will help array preferences, select and implement the most efficient investment projects, reduce time for investment program drafting, etc.
Russian Railways is the biggest investor in Russia. In 2004 the volume of company's investment program totaled RUR 134 billion, of them RUR122.5 billion are company's internal funds; in 2005 the company plans to invest RUR148.1 bln. rubles, of them 138 bln. rubles are company's internal funds as well.
OAO RZD: Unified Center of Profit
The first step of control system upgrading should become unified center for profit getting formation - vertical of control of cargo transportation, G.Fadeyev, OAO RZD president stated.
He reminded that in January the Board of the company considered issues on Transport Servises Centers systems functioning optimization as their being centers of the company's profit growth.
It is planned that the vertical system of "sales offices" on the basis of Transport Services Centers functioning should control all the issues: starting from consultations and applications getting to analyzing services quality and probable complaints consideration. So cashier should turn into highly qualified sales manger.
Necessary task for the present moment is transfer to real process of agents' net formation where Transport Services Center should be a key link in transport business organization at railways.
Affiliate for Rail Car Repair
The Board of directors of OAO RZD has decided to create an affiliate, specializing in repair of railway vehicles, on the basis of the Smyshlyayevsky repair plant, controlled by the Kuibyshev branch of Russian Railways that operates in the Samara Region.
The OTEKO company is expected to be one of the founders of the new company. OTEKO is expected to purchase and supply equipment needed for the major overhaul of railway vehicles. OTEKO is a major oil cargo transporter in the Samara Region.
Russian Railways expects the newly founded affiliate to repair 5,000 railway cars a year, raising its capacity to 7,000 units in the next two years.
Anna Belova, Russian Railways' vice president, said that creation of the affiliate for railway vehicles repair on the basis of the Smyshlyayevsky repair plant would help to solve the problem of satisfying the demand for railway car repairs in the region. All the necessary documents are expected to be ready by July 1, and will be submitted to Russian Railways' Board of directors, she said.
Azerbaijan, Russia, Iran to Create Joint Venture
The Railway Agencies of Russia, Iran and Azerbajan intend to create a joint enterprise to organize transportation via the North-South transport corridor, with the initial capital of USD6 million, distributed equally between the participating countries.
Head of the project's working group from Russia, Alexander Bekhtelev, said at the session of heads of the three countries Railway Agencies in Baku that the total investment needs of the project are estimated at USD600 million. It is expected that most of the investments will be spent on the construction of Iran's section of the railway- Kazvin-Resht-Ankara.
Seniour vice-president of OAO RZD Khasyan Zyabirov noted at the session that the initial capacity of the railway will be 5 million tones, and will increase to 20 million tones.
The North-South transport corridor project envisages establishing railway connection between Europe and India and Southeast Asia via Russia, Azerbajan and Iran.
Rosmorport's Plans
"Rosmorport" state-owned company plans to attract more than RUR 40 billion into the projects of the sea ports of Russia infrastructure development (+RUR12 bn year-on-year).
Now 24 companies participate in different Rosmorport's projects. In particular, ОАО "Uralkaly" invest USD50 mn. into reconstruction of sea channel of the port Saint-Petersburg, "Ust-Luga" company altogether with Rosmorport finance new sea port "Ust-Luga" development and allocate USD48 million.
"Daltransugol" investment into coal terminal construction in the port of Vanino (Khabarovsk region) will amount to USD16 mn. Some companies participate in the ports of Caucasus and Zhelezny Rog development.
Rosmorport as a government contractor takes part in construction of railway-ferry complex in the port of Baltiysk to make the first stage of the complex function next December and put into operation ferry-bridge line Ust-Luga-Baltiysk - ports of Germany. Investment volume will amount to RUR 3.5 bn.
Summing up and Setting Objectives
Igor Levitin, Transport Minister of the RF summed up the results of the transport complex functioning in 2004 and defined the major development directions for 2005.
"We've completed the construction of the administrative vertical line at the level of Ministry - Agency - Service. Within the most important achievements of the year is the fact that we've managed to preserve staff potential of the sector. Also some issues which had been "frozen" before were sorted out. In particular, the project of the Transport strategy of the RF for the period up to 2020", - Igor Levitin stated.
Moreover in 2004 the ferry-bridge Crimea-Caucasus was launched, construction of railway line Yandyki-Olya was completed etc.
The most important event of the year for the transport infrastructure development is launching the transport corridor North-South connected with railway line towards the port of Olya construction. He noted that unfortunately the projects connected with private investments depend on infrastructure construction and legislative base. Though this problem sorting out is to follow soon as the bill on concessions will be approved in the end of the current year or in the first quarter of 2005.
In 2005 the work on carrying out with the reforming of railways are planned to be implemented. The basic goal in this respect is going to be reaching the stable sector development and competitiveness increase within the above-mentioned sector.
In 2005 it is necessary to speed up the work on the set of legislative acts approvement without which the implementation of these or those points of the federal laws implementation is impossible. In particular, it envisages the sphere of licensing of certain kinds of activities
[~DETAIL_TEXT] => Russian Railways' bonds enter Moscow Inter-bank Currency Exchange (MICEX).
On 28 February, the second circulation of Russian Railways' bonds, lots 01, 02, and 03, started at MICEX.
Operations at the exchange will ensure the corporation's leading position on Russian bond market.
The corporation's bonds are included in the second level quote list A. The trade codes of lots 01, 02, and 03 are RU000A0DHMC4, RU000A0DHMD2, and RU000A0DHME0, respectively.
At present, the bond issues of Moscow Government and Gazprom public corporation have top security and liquidity. By letting bonds to the exchange, Russian Railways significantly extend the possibilities of large investment institutions on bond market, those to include banks, investment and retirement funds, and insurance companies, as well as foreign investors. This will have a positive impact on the market development as a whole.
Three bond lots were placed at the Exchange, at 4 billion roubles each: lot 01 with 1 year circulation (364 days), lot 02 with 3 year circulation (1092 days), and lot 03 with 5 year circulation (1820 days).
Warrant semi-annual rates are fixed at: 6.59% APR for lot 01, 7.75% APR for lot 02, and 8.83% APR for lot 03. The bonds were placed at the corporation's nominal price on 8 December 2004.
The bonds were placed by a syndicate of several leading banks. Web-Invest Bank and JP Morgan Bank organised the bond issue. Gazprombnak, Deutche Bank, Petrocommerce Bank, Industrial and Building Bank, and SOYUZ Bank were the syndicate underwriters, with Amro Bank as a co-underwriter.
New Investment Program System
The OAO RZD Board of Directors approved a decision to adopt new regulations to form company's investment program.
To systematize and formalize the interaction of all organizational departments of OAO RZD that form the investment program (departments and subsidiaries) the company drew up the draft Regulations that forms the investment program. The document was approved by the Board of directors.
Until now the OAO RZD investment program was seen as an annual volume of financing for capital investments that covered over 1,500 services and facilities, i.e. types of industrial activities, lines, and departments. At the same time three separate investment projects appeared in the investment program-2005 for the first time with separately calculated economic effect. At issue are the transportation of petroleum to China, and the projects known as The Automated Commercial Electric Power Metering System-ASKUE and The Launching of Suburban Rapid Trains on line Moscow-Lyubertsy-Ramenskoye. In the future OAO RZD plans to form an investment program on the basis of projects.
To start forming investment programs on the basis of projects, in 2005 plans call among other issues to draft business-plans of the following investment projects:
- optimization and development of rail infrastructure;
- multilevel control and safety rail traffic system;
- development of rolling stock technical servicing and repair systems;
- transportation of LNG and petroleum products on the route Tyumen - Tobolsk - Surgut;
- development of rail station complexes.
At the same time OAO RZD does not plan to brush aside the annual and medium-term (three-year) investment planning. The annual investment budget will be drafted as an annual section of all projects included for implementation during the planned year, and the medium-term forecasted investment budget will be drafted as a three-year section with modifications in the future.
The regulating of investment formation process will help array preferences, select and implement the most efficient investment projects, reduce time for investment program drafting, etc.
Russian Railways is the biggest investor in Russia. In 2004 the volume of company's investment program totaled RUR 134 billion, of them RUR122.5 billion are company's internal funds; in 2005 the company plans to invest RUR148.1 bln. rubles, of them 138 bln. rubles are company's internal funds as well.
OAO RZD: Unified Center of Profit
The first step of control system upgrading should become unified center for profit getting formation - vertical of control of cargo transportation, G.Fadeyev, OAO RZD president stated.
He reminded that in January the Board of the company considered issues on Transport Servises Centers systems functioning optimization as their being centers of the company's profit growth.
It is planned that the vertical system of "sales offices" on the basis of Transport Services Centers functioning should control all the issues: starting from consultations and applications getting to analyzing services quality and probable complaints consideration. So cashier should turn into highly qualified sales manger.
Necessary task for the present moment is transfer to real process of agents' net formation where Transport Services Center should be a key link in transport business organization at railways.
Affiliate for Rail Car Repair
The Board of directors of OAO RZD has decided to create an affiliate, specializing in repair of railway vehicles, on the basis of the Smyshlyayevsky repair plant, controlled by the Kuibyshev branch of Russian Railways that operates in the Samara Region.
The OTEKO company is expected to be one of the founders of the new company. OTEKO is expected to purchase and supply equipment needed for the major overhaul of railway vehicles. OTEKO is a major oil cargo transporter in the Samara Region.
Russian Railways expects the newly founded affiliate to repair 5,000 railway cars a year, raising its capacity to 7,000 units in the next two years.
Anna Belova, Russian Railways' vice president, said that creation of the affiliate for railway vehicles repair on the basis of the Smyshlyayevsky repair plant would help to solve the problem of satisfying the demand for railway car repairs in the region. All the necessary documents are expected to be ready by July 1, and will be submitted to Russian Railways' Board of directors, she said.
Azerbaijan, Russia, Iran to Create Joint Venture
The Railway Agencies of Russia, Iran and Azerbajan intend to create a joint enterprise to organize transportation via the North-South transport corridor, with the initial capital of USD6 million, distributed equally between the participating countries.
Head of the project's working group from Russia, Alexander Bekhtelev, said at the session of heads of the three countries Railway Agencies in Baku that the total investment needs of the project are estimated at USD600 million. It is expected that most of the investments will be spent on the construction of Iran's section of the railway- Kazvin-Resht-Ankara.
Seniour vice-president of OAO RZD Khasyan Zyabirov noted at the session that the initial capacity of the railway will be 5 million tones, and will increase to 20 million tones.
The North-South transport corridor project envisages establishing railway connection between Europe and India and Southeast Asia via Russia, Azerbajan and Iran.
Rosmorport's Plans
"Rosmorport" state-owned company plans to attract more than RUR 40 billion into the projects of the sea ports of Russia infrastructure development (+RUR12 bn year-on-year).
Now 24 companies participate in different Rosmorport's projects. In particular, ОАО "Uralkaly" invest USD50 mn. into reconstruction of sea channel of the port Saint-Petersburg, "Ust-Luga" company altogether with Rosmorport finance new sea port "Ust-Luga" development and allocate USD48 million.
"Daltransugol" investment into coal terminal construction in the port of Vanino (Khabarovsk region) will amount to USD16 mn. Some companies participate in the ports of Caucasus and Zhelezny Rog development.
Rosmorport as a government contractor takes part in construction of railway-ferry complex in the port of Baltiysk to make the first stage of the complex function next December and put into operation ferry-bridge line Ust-Luga-Baltiysk - ports of Germany. Investment volume will amount to RUR 3.5 bn.
Summing up and Setting Objectives
Igor Levitin, Transport Minister of the RF summed up the results of the transport complex functioning in 2004 and defined the major development directions for 2005.
"We've completed the construction of the administrative vertical line at the level of Ministry - Agency - Service. Within the most important achievements of the year is the fact that we've managed to preserve staff potential of the sector. Also some issues which had been "frozen" before were sorted out. In particular, the project of the Transport strategy of the RF for the period up to 2020", - Igor Levitin stated.
Moreover in 2004 the ferry-bridge Crimea-Caucasus was launched, construction of railway line Yandyki-Olya was completed etc.
The most important event of the year for the transport infrastructure development is launching the transport corridor North-South connected with railway line towards the port of Olya construction. He noted that unfortunately the projects connected with private investments depend on infrastructure construction and legislative base. Though this problem sorting out is to follow soon as the bill on concessions will be approved in the end of the current year or in the first quarter of 2005.
In 2005 the work on carrying out with the reforming of railways are planned to be implemented. The basic goal in this respect is going to be reaching the stable sector development and competitiveness increase within the above-mentioned sector.
In 2005 it is necessary to speed up the work on the set of legislative acts approvement without which the implementation of these or those points of the federal laws implementation is impossible. In particular, it envisages the sphere of licensing of certain kinds of activities
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[DETAIL_TEXT] => Russian Railways' bonds enter Moscow Inter-bank Currency Exchange (MICEX).
On 28 February, the second circulation of Russian Railways' bonds, lots 01, 02, and 03, started at MICEX.
Operations at the exchange will ensure the corporation's leading position on Russian bond market.
The corporation's bonds are included in the second level quote list A. The trade codes of lots 01, 02, and 03 are RU000A0DHMC4, RU000A0DHMD2, and RU000A0DHME0, respectively.
At present, the bond issues of Moscow Government and Gazprom public corporation have top security and liquidity. By letting bonds to the exchange, Russian Railways significantly extend the possibilities of large investment institutions on bond market, those to include banks, investment and retirement funds, and insurance companies, as well as foreign investors. This will have a positive impact on the market development as a whole.
Three bond lots were placed at the Exchange, at 4 billion roubles each: lot 01 with 1 year circulation (364 days), lot 02 with 3 year circulation (1092 days), and lot 03 with 5 year circulation (1820 days).
Warrant semi-annual rates are fixed at: 6.59% APR for lot 01, 7.75% APR for lot 02, and 8.83% APR for lot 03. The bonds were placed at the corporation's nominal price on 8 December 2004.
The bonds were placed by a syndicate of several leading banks. Web-Invest Bank and JP Morgan Bank organised the bond issue. Gazprombnak, Deutche Bank, Petrocommerce Bank, Industrial and Building Bank, and SOYUZ Bank were the syndicate underwriters, with Amro Bank as a co-underwriter.
New Investment Program System
The OAO RZD Board of Directors approved a decision to adopt new regulations to form company's investment program.
To systematize and formalize the interaction of all organizational departments of OAO RZD that form the investment program (departments and subsidiaries) the company drew up the draft Regulations that forms the investment program. The document was approved by the Board of directors.
Until now the OAO RZD investment program was seen as an annual volume of financing for capital investments that covered over 1,500 services and facilities, i.e. types of industrial activities, lines, and departments. At the same time three separate investment projects appeared in the investment program-2005 for the first time with separately calculated economic effect. At issue are the transportation of petroleum to China, and the projects known as The Automated Commercial Electric Power Metering System-ASKUE and The Launching of Suburban Rapid Trains on line Moscow-Lyubertsy-Ramenskoye. In the future OAO RZD plans to form an investment program on the basis of projects.
To start forming investment programs on the basis of projects, in 2005 plans call among other issues to draft business-plans of the following investment projects:
- optimization and development of rail infrastructure;
- multilevel control and safety rail traffic system;
- development of rolling stock technical servicing and repair systems;
- transportation of LNG and petroleum products on the route Tyumen - Tobolsk - Surgut;
- development of rail station complexes.
At the same time OAO RZD does not plan to brush aside the annual and medium-term (three-year) investment planning. The annual investment budget will be drafted as an annual section of all projects included for implementation during the planned year, and the medium-term forecasted investment budget will be drafted as a three-year section with modifications in the future.
The regulating of investment formation process will help array preferences, select and implement the most efficient investment projects, reduce time for investment program drafting, etc.
Russian Railways is the biggest investor in Russia. In 2004 the volume of company's investment program totaled RUR 134 billion, of them RUR122.5 billion are company's internal funds; in 2005 the company plans to invest RUR148.1 bln. rubles, of them 138 bln. rubles are company's internal funds as well.
OAO RZD: Unified Center of Profit
The first step of control system upgrading should become unified center for profit getting formation - vertical of control of cargo transportation, G.Fadeyev, OAO RZD president stated.
He reminded that in January the Board of the company considered issues on Transport Servises Centers systems functioning optimization as their being centers of the company's profit growth.
It is planned that the vertical system of "sales offices" on the basis of Transport Services Centers functioning should control all the issues: starting from consultations and applications getting to analyzing services quality and probable complaints consideration. So cashier should turn into highly qualified sales manger.
Necessary task for the present moment is transfer to real process of agents' net formation where Transport Services Center should be a key link in transport business organization at railways.
Affiliate for Rail Car Repair
The Board of directors of OAO RZD has decided to create an affiliate, specializing in repair of railway vehicles, on the basis of the Smyshlyayevsky repair plant, controlled by the Kuibyshev branch of Russian Railways that operates in the Samara Region.
The OTEKO company is expected to be one of the founders of the new company. OTEKO is expected to purchase and supply equipment needed for the major overhaul of railway vehicles. OTEKO is a major oil cargo transporter in the Samara Region.
Russian Railways expects the newly founded affiliate to repair 5,000 railway cars a year, raising its capacity to 7,000 units in the next two years.
Anna Belova, Russian Railways' vice president, said that creation of the affiliate for railway vehicles repair on the basis of the Smyshlyayevsky repair plant would help to solve the problem of satisfying the demand for railway car repairs in the region. All the necessary documents are expected to be ready by July 1, and will be submitted to Russian Railways' Board of directors, she said.
Azerbaijan, Russia, Iran to Create Joint Venture
The Railway Agencies of Russia, Iran and Azerbajan intend to create a joint enterprise to organize transportation via the North-South transport corridor, with the initial capital of USD6 million, distributed equally between the participating countries.
Head of the project's working group from Russia, Alexander Bekhtelev, said at the session of heads of the three countries Railway Agencies in Baku that the total investment needs of the project are estimated at USD600 million. It is expected that most of the investments will be spent on the construction of Iran's section of the railway- Kazvin-Resht-Ankara.
Seniour vice-president of OAO RZD Khasyan Zyabirov noted at the session that the initial capacity of the railway will be 5 million tones, and will increase to 20 million tones.
The North-South transport corridor project envisages establishing railway connection between Europe and India and Southeast Asia via Russia, Azerbajan and Iran.
Rosmorport's Plans
"Rosmorport" state-owned company plans to attract more than RUR 40 billion into the projects of the sea ports of Russia infrastructure development (+RUR12 bn year-on-year).
Now 24 companies participate in different Rosmorport's projects. In particular, ОАО "Uralkaly" invest USD50 mn. into reconstruction of sea channel of the port Saint-Petersburg, "Ust-Luga" company altogether with Rosmorport finance new sea port "Ust-Luga" development and allocate USD48 million.
"Daltransugol" investment into coal terminal construction in the port of Vanino (Khabarovsk region) will amount to USD16 mn. Some companies participate in the ports of Caucasus and Zhelezny Rog development.
Rosmorport as a government contractor takes part in construction of railway-ferry complex in the port of Baltiysk to make the first stage of the complex function next December and put into operation ferry-bridge line Ust-Luga-Baltiysk - ports of Germany. Investment volume will amount to RUR 3.5 bn.
Summing up and Setting Objectives
Igor Levitin, Transport Minister of the RF summed up the results of the transport complex functioning in 2004 and defined the major development directions for 2005.
"We've completed the construction of the administrative vertical line at the level of Ministry - Agency - Service. Within the most important achievements of the year is the fact that we've managed to preserve staff potential of the sector. Also some issues which had been "frozen" before were sorted out. In particular, the project of the Transport strategy of the RF for the period up to 2020", - Igor Levitin stated.
Moreover in 2004 the ferry-bridge Crimea-Caucasus was launched, construction of railway line Yandyki-Olya was completed etc.
The most important event of the year for the transport infrastructure development is launching the transport corridor North-South connected with railway line towards the port of Olya construction. He noted that unfortunately the projects connected with private investments depend on infrastructure construction and legislative base. Though this problem sorting out is to follow soon as the bill on concessions will be approved in the end of the current year or in the first quarter of 2005.
In 2005 the work on carrying out with the reforming of railways are planned to be implemented. The basic goal in this respect is going to be reaching the stable sector development and competitiveness increase within the above-mentioned sector.
In 2005 it is necessary to speed up the work on the set of legislative acts approvement without which the implementation of these or those points of the federal laws implementation is impossible. In particular, it envisages the sphere of licensing of certain kinds of activities
[~DETAIL_TEXT] => Russian Railways' bonds enter Moscow Inter-bank Currency Exchange (MICEX).
On 28 February, the second circulation of Russian Railways' bonds, lots 01, 02, and 03, started at MICEX.
Operations at the exchange will ensure the corporation's leading position on Russian bond market.
The corporation's bonds are included in the second level quote list A. The trade codes of lots 01, 02, and 03 are RU000A0DHMC4, RU000A0DHMD2, and RU000A0DHME0, respectively.
At present, the bond issues of Moscow Government and Gazprom public corporation have top security and liquidity. By letting bonds to the exchange, Russian Railways significantly extend the possibilities of large investment institutions on bond market, those to include banks, investment and retirement funds, and insurance companies, as well as foreign investors. This will have a positive impact on the market development as a whole.
Three bond lots were placed at the Exchange, at 4 billion roubles each: lot 01 with 1 year circulation (364 days), lot 02 with 3 year circulation (1092 days), and lot 03 with 5 year circulation (1820 days).
Warrant semi-annual rates are fixed at: 6.59% APR for lot 01, 7.75% APR for lot 02, and 8.83% APR for lot 03. The bonds were placed at the corporation's nominal price on 8 December 2004.
The bonds were placed by a syndicate of several leading banks. Web-Invest Bank and JP Morgan Bank organised the bond issue. Gazprombnak, Deutche Bank, Petrocommerce Bank, Industrial and Building Bank, and SOYUZ Bank were the syndicate underwriters, with Amro Bank as a co-underwriter.
New Investment Program System
The OAO RZD Board of Directors approved a decision to adopt new regulations to form company's investment program.
To systematize and formalize the interaction of all organizational departments of OAO RZD that form the investment program (departments and subsidiaries) the company drew up the draft Regulations that forms the investment program. The document was approved by the Board of directors.
Until now the OAO RZD investment program was seen as an annual volume of financing for capital investments that covered over 1,500 services and facilities, i.e. types of industrial activities, lines, and departments. At the same time three separate investment projects appeared in the investment program-2005 for the first time with separately calculated economic effect. At issue are the transportation of petroleum to China, and the projects known as The Automated Commercial Electric Power Metering System-ASKUE and The Launching of Suburban Rapid Trains on line Moscow-Lyubertsy-Ramenskoye. In the future OAO RZD plans to form an investment program on the basis of projects.
To start forming investment programs on the basis of projects, in 2005 plans call among other issues to draft business-plans of the following investment projects:
- optimization and development of rail infrastructure;
- multilevel control and safety rail traffic system;
- development of rolling stock technical servicing and repair systems;
- transportation of LNG and petroleum products on the route Tyumen - Tobolsk - Surgut;
- development of rail station complexes.
At the same time OAO RZD does not plan to brush aside the annual and medium-term (three-year) investment planning. The annual investment budget will be drafted as an annual section of all projects included for implementation during the planned year, and the medium-term forecasted investment budget will be drafted as a three-year section with modifications in the future.
The regulating of investment formation process will help array preferences, select and implement the most efficient investment projects, reduce time for investment program drafting, etc.
Russian Railways is the biggest investor in Russia. In 2004 the volume of company's investment program totaled RUR 134 billion, of them RUR122.5 billion are company's internal funds; in 2005 the company plans to invest RUR148.1 bln. rubles, of them 138 bln. rubles are company's internal funds as well.
OAO RZD: Unified Center of Profit
The first step of control system upgrading should become unified center for profit getting formation - vertical of control of cargo transportation, G.Fadeyev, OAO RZD president stated.
He reminded that in January the Board of the company considered issues on Transport Servises Centers systems functioning optimization as their being centers of the company's profit growth.
It is planned that the vertical system of "sales offices" on the basis of Transport Services Centers functioning should control all the issues: starting from consultations and applications getting to analyzing services quality and probable complaints consideration. So cashier should turn into highly qualified sales manger.
Necessary task for the present moment is transfer to real process of agents' net formation where Transport Services Center should be a key link in transport business organization at railways.
Affiliate for Rail Car Repair
The Board of directors of OAO RZD has decided to create an affiliate, specializing in repair of railway vehicles, on the basis of the Smyshlyayevsky repair plant, controlled by the Kuibyshev branch of Russian Railways that operates in the Samara Region.
The OTEKO company is expected to be one of the founders of the new company. OTEKO is expected to purchase and supply equipment needed for the major overhaul of railway vehicles. OTEKO is a major oil cargo transporter in the Samara Region.
Russian Railways expects the newly founded affiliate to repair 5,000 railway cars a year, raising its capacity to 7,000 units in the next two years.
Anna Belova, Russian Railways' vice president, said that creation of the affiliate for railway vehicles repair on the basis of the Smyshlyayevsky repair plant would help to solve the problem of satisfying the demand for railway car repairs in the region. All the necessary documents are expected to be ready by July 1, and will be submitted to Russian Railways' Board of directors, she said.
Azerbaijan, Russia, Iran to Create Joint Venture
The Railway Agencies of Russia, Iran and Azerbajan intend to create a joint enterprise to organize transportation via the North-South transport corridor, with the initial capital of USD6 million, distributed equally between the participating countries.
Head of the project's working group from Russia, Alexander Bekhtelev, said at the session of heads of the three countries Railway Agencies in Baku that the total investment needs of the project are estimated at USD600 million. It is expected that most of the investments will be spent on the construction of Iran's section of the railway- Kazvin-Resht-Ankara.
Seniour vice-president of OAO RZD Khasyan Zyabirov noted at the session that the initial capacity of the railway will be 5 million tones, and will increase to 20 million tones.
The North-South transport corridor project envisages establishing railway connection between Europe and India and Southeast Asia via Russia, Azerbajan and Iran.
Rosmorport's Plans
"Rosmorport" state-owned company plans to attract more than RUR 40 billion into the projects of the sea ports of Russia infrastructure development (+RUR12 bn year-on-year).
Now 24 companies participate in different Rosmorport's projects. In particular, ОАО "Uralkaly" invest USD50 mn. into reconstruction of sea channel of the port Saint-Petersburg, "Ust-Luga" company altogether with Rosmorport finance new sea port "Ust-Luga" development and allocate USD48 million.
"Daltransugol" investment into coal terminal construction in the port of Vanino (Khabarovsk region) will amount to USD16 mn. Some companies participate in the ports of Caucasus and Zhelezny Rog development.
Rosmorport as a government contractor takes part in construction of railway-ferry complex in the port of Baltiysk to make the first stage of the complex function next December and put into operation ferry-bridge line Ust-Luga-Baltiysk - ports of Germany. Investment volume will amount to RUR 3.5 bn.
Summing up and Setting Objectives
Igor Levitin, Transport Minister of the RF summed up the results of the transport complex functioning in 2004 and defined the major development directions for 2005.
"We've completed the construction of the administrative vertical line at the level of Ministry - Agency - Service. Within the most important achievements of the year is the fact that we've managed to preserve staff potential of the sector. Also some issues which had been "frozen" before were sorted out. In particular, the project of the Transport strategy of the RF for the period up to 2020", - Igor Levitin stated.
Moreover in 2004 the ferry-bridge Crimea-Caucasus was launched, construction of railway line Yandyki-Olya was completed etc.
The most important event of the year for the transport infrastructure development is launching the transport corridor North-South connected with railway line towards the port of Olya construction. He noted that unfortunately the projects connected with private investments depend on infrastructure construction and legislative base. Though this problem sorting out is to follow soon as the bill on concessions will be approved in the end of the current year or in the first quarter of 2005.
In 2005 the work on carrying out with the reforming of railways are planned to be implemented. The basic goal in this respect is going to be reaching the stable sector development and competitiveness increase within the above-mentioned sector.
In 2005 it is necessary to speed up the work on the set of legislative acts approvement without which the implementation of these or those points of the federal laws implementation is impossible. In particular, it envisages the sphere of licensing of certain kinds of activities
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[DETAIL_TEXT] => On problems and prospects of Russian road transportation market and the International Road Carriers Association (ASMAP) comments the president of the Association Yury Sukhin.
- Mr. Sukhin, what's your opinion on today's foreign trade cargo truck transportation market in Russia?
- You see, aggregate volume of Russian foreign trade cargo road transportation rose by 11.5 times in comparison with 1990 to 25.4 million tones in 2004. Today truck transport carries 26,4% of Russian foreign trade cargo, while Russian carriers take only 36%, thus serious development prospects exist.
- What is the forecast?
- Experts suppose that in near future Russia's foreign trade cargo road transportation market will reach USD 4.5-5 billion annualy. Russian carriers could constitute 60% of the market and the state's budget will get USD 800 million.
As you know RF President Vladimir Putin set a goal to double Russia's GDP by 2010, but it is impossible without transport, including motor transport development.
- Does the state support road carriers?
- The RF Transport Ministry put top priority on competitiveness in the sector improvement and intensifying of legislative activity of the ministry, especially concerning those problems which prevent transport from development. Also, favourable conditions for Russian carriers operating are to be created basing on reasonable protectionism policy as the RF Transport strategy envisages in the part "Motor transport development and reforming", however today many problems are unsolved yet.
- Which ones?
- International road carriers, including Russian ones, permanently face a range of problems. Apart from difficulties connected with customs procedures, fees for infrastructure usage, administrative limitation, visa getting problems, insurance, road traffic restriction, ban on transportation within fixed days and periods, vehicle weight and dimensions restriction.
All these problems could be resolved only by the legislative base enhancement.
- Please, specify the point on the legislative base imperfection.
- The base is contradictory and contains several gaps, however much has already been done to create favourable conditions for foreign trade cargo transportation.
Today Russian carriers need support to resolve the problem of 0% VAT implementation for companies involved in export and import transportation.
As early as 2002 RF President obliged the Government to resove the issue. The draft bill "On amendments to issue 21 of the RF Tax Code" was introduced by the Government to the RF State Duma and approved in first reading in 2003. But the second reading didn't follow.
Speaking in financial terms, due to this tax exemption foreign carriers' rate is by 20% lower than that of Russians. Thus for the same run, for example Germany - Russia - Germany, Russian carriers pay taxes of USD 352, while, for example, Belorussians - USD 8.
Russia also suffers serious losses due to vehicles idling at the border. Annually Russian carriers loose USD 100 million and budgets do not get some USD 30 million per annum.
Another crucial problem is visa getting, lately Russian carriers often face refusals.
The most impressive example of our legislative base imperfection is dues and fees implementation in some foreign countries, while in Russia governmental decisions on the same measures imposition were frozen. Thus only for transit via Belorussia Russian carriers pay over USD 6.5 million per annum. Thus, Russian carriers face unequal competion with foreign collegues, while the latter are eager to enter Russia's motor transportation market.
I believe, the programme of the state's support of Russian international road carriers is to be worked out, which envisages favourable taxation climate creating in order to increase our carriers competitivness on the global market. This allows Russian truck carriers to win competition with foreign companies specialized in the field.
Meanwhile, annualy the Russian budget suffers a lack of up to USD 300 million due to money flowing to foreign budgets as their companies operate the market.
According to the inspection in the Volga Federal district, up to a quarter of foreign carriers pass the Russian territory without permits. Unfortunately, maximum fine is only RUR 1000.
- Is the problem being solved?
- Yes, in order to perform transport control functions along the state's border 160 customs check-points for motor transport were established. Although due to the check-points imperfection and lack of services coordination vehicles are idling, for instance, in December, 2004, at the north-western check-points idling period amounted to 50 hours.
- Mr. Sukhin, please, comment on the law-creating activity of the Association.
- The Association participated in preparation and initiated dozens of proposals of the legislative base improvement in order to create conditions for Russian transport competitiveness enhancement.
Our initiative was supported by the RF Chamber of commerce and industry, where a couple of years the Committee on transport and forwarding was established and representatives of all transport and related ministries, unions, associations and research institutes are involved in it.
Interviewed by Ivan Denisenko
[~DETAIL_TEXT] => On problems and prospects of Russian road transportation market and the International Road Carriers Association (ASMAP) comments the president of the Association Yury Sukhin.
- Mr. Sukhin, what's your opinion on today's foreign trade cargo truck transportation market in Russia?
- You see, aggregate volume of Russian foreign trade cargo road transportation rose by 11.5 times in comparison with 1990 to 25.4 million tones in 2004. Today truck transport carries 26,4% of Russian foreign trade cargo, while Russian carriers take only 36%, thus serious development prospects exist.
- What is the forecast?
- Experts suppose that in near future Russia's foreign trade cargo road transportation market will reach USD 4.5-5 billion annualy. Russian carriers could constitute 60% of the market and the state's budget will get USD 800 million.
As you know RF President Vladimir Putin set a goal to double Russia's GDP by 2010, but it is impossible without transport, including motor transport development.
- Does the state support road carriers?
- The RF Transport Ministry put top priority on competitiveness in the sector improvement and intensifying of legislative activity of the ministry, especially concerning those problems which prevent transport from development. Also, favourable conditions for Russian carriers operating are to be created basing on reasonable protectionism policy as the RF Transport strategy envisages in the part "Motor transport development and reforming", however today many problems are unsolved yet.
- Which ones?
- International road carriers, including Russian ones, permanently face a range of problems. Apart from difficulties connected with customs procedures, fees for infrastructure usage, administrative limitation, visa getting problems, insurance, road traffic restriction, ban on transportation within fixed days and periods, vehicle weight and dimensions restriction.
All these problems could be resolved only by the legislative base enhancement.
- Please, specify the point on the legislative base imperfection.
- The base is contradictory and contains several gaps, however much has already been done to create favourable conditions for foreign trade cargo transportation.
Today Russian carriers need support to resolve the problem of 0% VAT implementation for companies involved in export and import transportation.
As early as 2002 RF President obliged the Government to resove the issue. The draft bill "On amendments to issue 21 of the RF Tax Code" was introduced by the Government to the RF State Duma and approved in first reading in 2003. But the second reading didn't follow.
Speaking in financial terms, due to this tax exemption foreign carriers' rate is by 20% lower than that of Russians. Thus for the same run, for example Germany - Russia - Germany, Russian carriers pay taxes of USD 352, while, for example, Belorussians - USD 8.
Russia also suffers serious losses due to vehicles idling at the border. Annually Russian carriers loose USD 100 million and budgets do not get some USD 30 million per annum.
Another crucial problem is visa getting, lately Russian carriers often face refusals.
The most impressive example of our legislative base imperfection is dues and fees implementation in some foreign countries, while in Russia governmental decisions on the same measures imposition were frozen. Thus only for transit via Belorussia Russian carriers pay over USD 6.5 million per annum. Thus, Russian carriers face unequal competion with foreign collegues, while the latter are eager to enter Russia's motor transportation market.
I believe, the programme of the state's support of Russian international road carriers is to be worked out, which envisages favourable taxation climate creating in order to increase our carriers competitivness on the global market. This allows Russian truck carriers to win competition with foreign companies specialized in the field.
Meanwhile, annualy the Russian budget suffers a lack of up to USD 300 million due to money flowing to foreign budgets as their companies operate the market.
According to the inspection in the Volga Federal district, up to a quarter of foreign carriers pass the Russian territory without permits. Unfortunately, maximum fine is only RUR 1000.
- Is the problem being solved?
- Yes, in order to perform transport control functions along the state's border 160 customs check-points for motor transport were established. Although due to the check-points imperfection and lack of services coordination vehicles are idling, for instance, in December, 2004, at the north-western check-points idling period amounted to 50 hours.
- Mr. Sukhin, please, comment on the law-creating activity of the Association.
- The Association participated in preparation and initiated dozens of proposals of the legislative base improvement in order to create conditions for Russian transport competitiveness enhancement.
Our initiative was supported by the RF Chamber of commerce and industry, where a couple of years the Committee on transport and forwarding was established and representatives of all transport and related ministries, unions, associations and research institutes are involved in it.
Interviewed by Ivan Denisenko
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[DETAIL_TEXT] => On problems and prospects of Russian road transportation market and the International Road Carriers Association (ASMAP) comments the president of the Association Yury Sukhin.
- Mr. Sukhin, what's your opinion on today's foreign trade cargo truck transportation market in Russia?
- You see, aggregate volume of Russian foreign trade cargo road transportation rose by 11.5 times in comparison with 1990 to 25.4 million tones in 2004. Today truck transport carries 26,4% of Russian foreign trade cargo, while Russian carriers take only 36%, thus serious development prospects exist.
- What is the forecast?
- Experts suppose that in near future Russia's foreign trade cargo road transportation market will reach USD 4.5-5 billion annualy. Russian carriers could constitute 60% of the market and the state's budget will get USD 800 million.
As you know RF President Vladimir Putin set a goal to double Russia's GDP by 2010, but it is impossible without transport, including motor transport development.
- Does the state support road carriers?
- The RF Transport Ministry put top priority on competitiveness in the sector improvement and intensifying of legislative activity of the ministry, especially concerning those problems which prevent transport from development. Also, favourable conditions for Russian carriers operating are to be created basing on reasonable protectionism policy as the RF Transport strategy envisages in the part "Motor transport development and reforming", however today many problems are unsolved yet.
- Which ones?
- International road carriers, including Russian ones, permanently face a range of problems. Apart from difficulties connected with customs procedures, fees for infrastructure usage, administrative limitation, visa getting problems, insurance, road traffic restriction, ban on transportation within fixed days and periods, vehicle weight and dimensions restriction.
All these problems could be resolved only by the legislative base enhancement.
- Please, specify the point on the legislative base imperfection.
- The base is contradictory and contains several gaps, however much has already been done to create favourable conditions for foreign trade cargo transportation.
Today Russian carriers need support to resolve the problem of 0% VAT implementation for companies involved in export and import transportation.
As early as 2002 RF President obliged the Government to resove the issue. The draft bill "On amendments to issue 21 of the RF Tax Code" was introduced by the Government to the RF State Duma and approved in first reading in 2003. But the second reading didn't follow.
Speaking in financial terms, due to this tax exemption foreign carriers' rate is by 20% lower than that of Russians. Thus for the same run, for example Germany - Russia - Germany, Russian carriers pay taxes of USD 352, while, for example, Belorussians - USD 8.
Russia also suffers serious losses due to vehicles idling at the border. Annually Russian carriers loose USD 100 million and budgets do not get some USD 30 million per annum.
Another crucial problem is visa getting, lately Russian carriers often face refusals.
The most impressive example of our legislative base imperfection is dues and fees implementation in some foreign countries, while in Russia governmental decisions on the same measures imposition were frozen. Thus only for transit via Belorussia Russian carriers pay over USD 6.5 million per annum. Thus, Russian carriers face unequal competion with foreign collegues, while the latter are eager to enter Russia's motor transportation market.
I believe, the programme of the state's support of Russian international road carriers is to be worked out, which envisages favourable taxation climate creating in order to increase our carriers competitivness on the global market. This allows Russian truck carriers to win competition with foreign companies specialized in the field.
Meanwhile, annualy the Russian budget suffers a lack of up to USD 300 million due to money flowing to foreign budgets as their companies operate the market.
According to the inspection in the Volga Federal district, up to a quarter of foreign carriers pass the Russian territory without permits. Unfortunately, maximum fine is only RUR 1000.
- Is the problem being solved?
- Yes, in order to perform transport control functions along the state's border 160 customs check-points for motor transport were established. Although due to the check-points imperfection and lack of services coordination vehicles are idling, for instance, in December, 2004, at the north-western check-points idling period amounted to 50 hours.
- Mr. Sukhin, please, comment on the law-creating activity of the Association.
- The Association participated in preparation and initiated dozens of proposals of the legislative base improvement in order to create conditions for Russian transport competitiveness enhancement.
Our initiative was supported by the RF Chamber of commerce and industry, where a couple of years the Committee on transport and forwarding was established and representatives of all transport and related ministries, unions, associations and research institutes are involved in it.
Interviewed by Ivan Denisenko
[~DETAIL_TEXT] => On problems and prospects of Russian road transportation market and the International Road Carriers Association (ASMAP) comments the president of the Association Yury Sukhin.
- Mr. Sukhin, what's your opinion on today's foreign trade cargo truck transportation market in Russia?
- You see, aggregate volume of Russian foreign trade cargo road transportation rose by 11.5 times in comparison with 1990 to 25.4 million tones in 2004. Today truck transport carries 26,4% of Russian foreign trade cargo, while Russian carriers take only 36%, thus serious development prospects exist.
- What is the forecast?
- Experts suppose that in near future Russia's foreign trade cargo road transportation market will reach USD 4.5-5 billion annualy. Russian carriers could constitute 60% of the market and the state's budget will get USD 800 million.
As you know RF President Vladimir Putin set a goal to double Russia's GDP by 2010, but it is impossible without transport, including motor transport development.
- Does the state support road carriers?
- The RF Transport Ministry put top priority on competitiveness in the sector improvement and intensifying of legislative activity of the ministry, especially concerning those problems which prevent transport from development. Also, favourable conditions for Russian carriers operating are to be created basing on reasonable protectionism policy as the RF Transport strategy envisages in the part "Motor transport development and reforming", however today many problems are unsolved yet.
- Which ones?
- International road carriers, including Russian ones, permanently face a range of problems. Apart from difficulties connected with customs procedures, fees for infrastructure usage, administrative limitation, visa getting problems, insurance, road traffic restriction, ban on transportation within fixed days and periods, vehicle weight and dimensions restriction.
All these problems could be resolved only by the legislative base enhancement.
- Please, specify the point on the legislative base imperfection.
- The base is contradictory and contains several gaps, however much has already been done to create favourable conditions for foreign trade cargo transportation.
Today Russian carriers need support to resolve the problem of 0% VAT implementation for companies involved in export and import transportation.
As early as 2002 RF President obliged the Government to resove the issue. The draft bill "On amendments to issue 21 of the RF Tax Code" was introduced by the Government to the RF State Duma and approved in first reading in 2003. But the second reading didn't follow.
Speaking in financial terms, due to this tax exemption foreign carriers' rate is by 20% lower than that of Russians. Thus for the same run, for example Germany - Russia - Germany, Russian carriers pay taxes of USD 352, while, for example, Belorussians - USD 8.
Russia also suffers serious losses due to vehicles idling at the border. Annually Russian carriers loose USD 100 million and budgets do not get some USD 30 million per annum.
Another crucial problem is visa getting, lately Russian carriers often face refusals.
The most impressive example of our legislative base imperfection is dues and fees implementation in some foreign countries, while in Russia governmental decisions on the same measures imposition were frozen. Thus only for transit via Belorussia Russian carriers pay over USD 6.5 million per annum. Thus, Russian carriers face unequal competion with foreign collegues, while the latter are eager to enter Russia's motor transportation market.
I believe, the programme of the state's support of Russian international road carriers is to be worked out, which envisages favourable taxation climate creating in order to increase our carriers competitivness on the global market. This allows Russian truck carriers to win competition with foreign companies specialized in the field.
Meanwhile, annualy the Russian budget suffers a lack of up to USD 300 million due to money flowing to foreign budgets as their companies operate the market.
According to the inspection in the Volga Federal district, up to a quarter of foreign carriers pass the Russian territory without permits. Unfortunately, maximum fine is only RUR 1000.
- Is the problem being solved?
- Yes, in order to perform transport control functions along the state's border 160 customs check-points for motor transport were established. Although due to the check-points imperfection and lack of services coordination vehicles are idling, for instance, in December, 2004, at the north-western check-points idling period amounted to 50 hours.
- Mr. Sukhin, please, comment on the law-creating activity of the Association.
- The Association participated in preparation and initiated dozens of proposals of the legislative base improvement in order to create conditions for Russian transport competitiveness enhancement.
Our initiative was supported by the RF Chamber of commerce and industry, where a couple of years the Committee on transport and forwarding was established and representatives of all transport and related ministries, unions, associations and research institutes are involved in it.
Interviewed by Ivan Denisenko
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Lucky Circumstances or Long-Term Perspective?
Just some years ago the situation in the coal sector could be called practically critical: demand on the domestic market was getting down and foreign markets were hard to reach. Moreover problems of transportation were to be solved that caused certain worries. Considering specific character of cargo and its volumes, its transportation was implemented by railway by 100%. Gondola cars were used for this sort of transportation though the way of their being used wasn't efficient and there wasn't sufficient quantity of them just two years ago.
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Lucky Circumstances or Long-Term Perspective?
Just some years ago the situation in the coal sector could be called practically critical: demand on the domestic market was getting down and foreign markets were hard to reach. Moreover problems of transportation were to be solved that caused certain worries. Considering specific character of cargo and its volumes, its transportation was implemented by railway by 100%. Gondola cars were used for this sort of transportation though the way of their being used wasn't efficient and there wasn't sufficient quantity of them just two years ago.
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[NAME] => Entering New Markets
[~NAME] => Entering New Markets
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Development Stimulus
Tariff difference for export and import rail transportation transshipped at ports and border passes appeared in 2001 after the first stage of tariff unifying: rates for rail transportation of cargo transshipped in Russian ports became equal to that for domestic traffic. This resulted in the situation when railway consistent of export and import transportation via the Russian ports was sometimes more than twice cheaper than via the Baltic, Ukrainian and Finnish ports. As was planned, then final equalizing of tariffs for export, import and domestic transportation should be performed. Before that ports could get the chance using extra profit to take some measures to become more competitive in comparison with other countries' collegues. Thus, the state's protectionism was supposed to help in investment into port infrastructure attraction. And the situation changed as had been forecasted. However the Russian port terminals development rate is still lower than that of cargo flow growth. This leads to loaded train congestion on approaches to ports, which is inconvenient for both consignors and railway men. Taking into consideration these problems and Russia's prospect to join the WTO, the state decided to start tariff equalizing. In 2005 export and import freight rail transportation tariffs for cargo destined for Russian ports were raised by 12.5%, while tariff for traffic via border passes stayed unchanged.
Today experts of OAO Russian Railways (OAO RZD) suppose, that new conditions will not considerably influence cargo flow structure and prevent Russian goods from entering global market.
Inner Resources
According to the Center of Transport Services of OAO RZD, in 2004 foreign trade cargo traffic grew by 8.3%. Growth is explained by export transportation sharp increase, which reached 11.4%. Due to considerable export rise structure of cargo by transportation modes changed. The share of export in the aggregate volume was up by 2.3% to 79%. Import and transit traffic shares dropped by 1.7% and 0.5% to 17.2% and 3.8% respectively.
Meanwhile transportation via the Russian sea ports grew by over 24%. Export went up by almost 26.5%. Rail traffic via border passed dropped by 1.5%.
Generally, rail transportation of cargo destined for Russia's sea ports growth is explained by oil volumes increase: "black gold" takes 33.8% of the total, 1.5% up year-on-year. In the structure of freight railway traffic to Russian sea ports coal took 23.1% (+3%). However, ferrous metal share dropped to 18.5% by 2.1%, that of chemicals and fertilizers - to 9.1% by 1.1%. The structure of rail transportation of cargo destined for border passes is similar to the above mentioned. Oil and coal took 29% and 23.2%; fertilizers - 6.9% and timber and logs - 12.7%. Although shares of oil and coal dropped by 5.9% and 5.7% respectively.
It is worth noting that although transportation of cargo transshipped at sea ports positively influenced the country's economy, railways suffered. Firstly, RZD faced serious technologic problems and had to impose bans due to heavy train congestion. Also, freight transportation profitability dropped due to the difference of tariffs for foreign and domestic transportation. Thus, tariff equalizing is a reasonable and necessary decision, which could influence cargo flow structure. It is evident today that Russia's foreign trade grows, ports increase capacity and railways improve technology and forecast to increase export transportation volume by 13% year-on-year.
Undoubtedly, aggregate rail transportation cargo volume increase influences foreign trade cargo volume growth. In 2004 total coal traffic, which takes the lion's share of OAO RZD aggregate turnover), grew by 3.3%, coke - by 9.1%, oil and products - by 4%, timber and logs - 10.4, chemicals and fertilizers - by 8.9%, ferrous metal ore - by 5.8% and ferrous metals - by 8.6%. Container rail transportation also grew.
The most interesting situation is with coal transportation. Despite all technological difficulties, such as lack of rolling stock, law transportation profitability (which leads to no interest of private companies to this cargo transportation), coal volumes in foreign trade carriage grew by almost 20% and export - by 33.5%, while import and transit fell down by 8.3% and 12.2% respectively. This could be explained by favorable situation on the global hard energy resources market. Taking into consideration volume of the cargo flow, for its handling extra capacity was put into operation. The only coal terminal used to be in Vostochny port, but in 2004 as a result of reconstruction and modernization the potential of such ports as Murmansk, Tuapse, Vysotsk and Saint-Petersburg was increased. Meanwhile, coal flows increased in neighboring countries' ports (Ukraine and the Baltics). Generally, coal transportation to sea ports and border passes (which, in fact means to other countries' ports) amounts to 47% and 53% respectively. However, in 2004 coal rail transportation volume to ports grew by 38.3% and to border passes - to 29.5%.
Considering coal distribution between the Russian, Ukrainian and Baltic ports it's as 59%, 24% and 11% respectively. However, coal rail transportation to the Russian ports grew by 38.3%, to Ukrainian ones - by 38.8%, while to Baltic terminals - by almost 70%. Evidently, the dynamics is explained by Kuzbass producers investment into the coal terminal in Muuga. The possibility to construct similar terminal in Latvia is considered.
Discounts
Another key Russian export flow is oil. In 2004 in Russia 459 million tons of oil were produced, which is the second result after Saudi Arabia, while domestic market took just 192 million tons.
Today Russia's raw material sources enable to increase production, export and country's market share in the fuel and energy market. The main oil producing region is Western Siberia, supplying some 74% of the total oil production. Much is expected from Eastern Siberia field development: production here is forecasted at 50 million tons by 2020.
Production growth, saturation of domestic market and inability of refineries to increase processing enable to accumulate considerable crude oil volumes for export. Meanwhile situation in the global market guarantees successful future of Russian oil companies. The only question is how to deliver production.
Traditionally oil is carried by pipelines. However recent pipeline capacity growth doesn't meet increasing production and transportation demand. This resulted in oil volume rise in the structure of railway transportation.
In 2004 Russian railways carried over 218 million tons of oil and products, 2.6% up year-on-year. However the dynamics is not impressive as crude oil volume growth decreased by 1.2% year-on-year due to higher export oil duties imposition. Also a controversial situation of YUKOS influenced the market.
As early as 2003 oil of YUKOS took 35% of the aggregate oil volume carried by railway. Also the oil company planned to increase rail transportation volume, which was proved by signing contract with OAO RZD on oil delivery to China. YUKOS guaranteed increasing oil volumes destined for China until 2010, while OAO RZD was to increase border crossing rail station handling and carrying capacity. Today, when the key asset of YUKOS - Yganskneftegaz - was sold the situation radically changed. The former oil giant is not able to guarantee oil delivery as was agreed. Rosneft is to be a successor in the field, however due to some juridical peculiarities it is not now capable of fulfilling commitments at full range.
In early 2005 oil and products carried by railway fell down by 2.6% and export cargo flow decreased by 11%. Experts suppose that apart from oil delivery to China dropped due to reasons mentioned above, the decrease could be explained by extra national holidays (Russians got 10-day holidays) in January and unfavourible weather condition preventing sea ports from normal operating. These conclusions are motivated by the fact that in February the situation changed. Generally experts forecast oil and products rail transportation growth in 2005 at 5%. Also RZD believes that oil rail delivery to China will also grow. According to Russian Railways representatives, in compliance with agreement between OAO RZD and OAO Rosneft oil rail delivery to China in 2005 reaches 4 million tons. Another 3 million tons is guaranteed by LUKoil. And RZD believe that YUKOS will provide 3 million tons of oil to be carried by railways to China.
In its turn OAO RZD also stimulates rail oil transportation development. Particularly, as early as in late 2004 0.7 coefficient for tariffs for crude oil transportation in cars belonged to RZD and in private ones taking into consideration empty getting back was implemented on the route the station Zuy (the Vostochno-Siberian railway) - the station Dzemghi (the Far-Eastern railway) in case of annual volume not under 5.8 million tons. 0.9 coefficient on the route the station Zuy - the station Khabarovsk was also imposed.
Meanwhile proposal of oil and products tariff de-regulation, especially during the navigation, was passed to the Federal Tariff Service.
It is worth noting that all measures resulted in transport consistent reduction in oil production price. For domestic transportation it amounted to 8%, for export via Russian ports - to 14.4%, for export via border passes - to 20%. What concerns discounts on oil delivery to China, it fully depends on Russia's foreign affairs policy.
Our Reference
In 2004 rail transit via Russia dropped by 5.7% year-on-year.
Key centers where transit cargo flows are forming to pass Russia are Kazakhstan (55.2% of the total transit volume) (cargo destined for Europe and Transcaucasia) and Ukraine (11.2% of the total) (cargo destined for Kazakhstan, Central Asia and Transcaucasia)
To Note
In the aggregate volume of transportation via the Russian ports, complexes of the North-Western basin take 40%, that of the Southern basin - 32.7 and the Far-Eastern basin - 27.3%.
Cargo transported via port rail stations of the North-Western basin is as follows: oil and products (38.5% in the aggregate volume) (Saint-Petersburg, Kaliningrad ports, Murmansk, Arkhangelsk, Vitino), coal (24.8%) (Murmansk, Vysotsk, Saint-Petersburg), fertilizers (15.9%) (Saint-Petersburg, Murmansk), ferrous metals (9.8%) (Saint-Petersburg, Kaliningrad ports), non-ferrous metals (2.8%) (Saint-Petersburg).
Cargo transported via port rail stations of the Southern basin is as follows: oil and products (41.9%) (Novorossiysk, Grushevaya, Tuapse), ferrous metals (26.5%) (Novorossiysk, Makhachkala, Tuapse), coal (8.2%) (Tuapse), fertilizers (5.9%) (Novorossiysk), timber and logs (3.2%) (Novorossiysk).
Cargo transported via port rail stations of the Far-Eastern basin is as follows: coal (38.6%) (Vostochny port), ferrous metals (21.8%) (Vladivostok, Nakhodka), oil and products (17.0%) (Krabovaya, Pervaya Rechka), timber and logs (12.2%) (Nakhodka, Vanino).
Tatyana Tokareva
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Development Stimulus
Tariff difference for export and import rail transportation transshipped at ports and border passes appeared in 2001 after the first stage of tariff unifying: rates for rail transportation of cargo transshipped in Russian ports became equal to that for domestic traffic. This resulted in the situation when railway consistent of export and import transportation via the Russian ports was sometimes more than twice cheaper than via the Baltic, Ukrainian and Finnish ports. As was planned, then final equalizing of tariffs for export, import and domestic transportation should be performed. Before that ports could get the chance using extra profit to take some measures to become more competitive in comparison with other countries' collegues. Thus, the state's protectionism was supposed to help in investment into port infrastructure attraction. And the situation changed as had been forecasted. However the Russian port terminals development rate is still lower than that of cargo flow growth. This leads to loaded train congestion on approaches to ports, which is inconvenient for both consignors and railway men. Taking into consideration these problems and Russia's prospect to join the WTO, the state decided to start tariff equalizing. In 2005 export and import freight rail transportation tariffs for cargo destined for Russian ports were raised by 12.5%, while tariff for traffic via border passes stayed unchanged.
Today experts of OAO Russian Railways (OAO RZD) suppose, that new conditions will not considerably influence cargo flow structure and prevent Russian goods from entering global market.
Inner Resources
According to the Center of Transport Services of OAO RZD, in 2004 foreign trade cargo traffic grew by 8.3%. Growth is explained by export transportation sharp increase, which reached 11.4%. Due to considerable export rise structure of cargo by transportation modes changed. The share of export in the aggregate volume was up by 2.3% to 79%. Import and transit traffic shares dropped by 1.7% and 0.5% to 17.2% and 3.8% respectively.
Meanwhile transportation via the Russian sea ports grew by over 24%. Export went up by almost 26.5%. Rail traffic via border passed dropped by 1.5%.
Generally, rail transportation of cargo destined for Russia's sea ports growth is explained by oil volumes increase: "black gold" takes 33.8% of the total, 1.5% up year-on-year. In the structure of freight railway traffic to Russian sea ports coal took 23.1% (+3%). However, ferrous metal share dropped to 18.5% by 2.1%, that of chemicals and fertilizers - to 9.1% by 1.1%. The structure of rail transportation of cargo destined for border passes is similar to the above mentioned. Oil and coal took 29% and 23.2%; fertilizers - 6.9% and timber and logs - 12.7%. Although shares of oil and coal dropped by 5.9% and 5.7% respectively.
It is worth noting that although transportation of cargo transshipped at sea ports positively influenced the country's economy, railways suffered. Firstly, RZD faced serious technologic problems and had to impose bans due to heavy train congestion. Also, freight transportation profitability dropped due to the difference of tariffs for foreign and domestic transportation. Thus, tariff equalizing is a reasonable and necessary decision, which could influence cargo flow structure. It is evident today that Russia's foreign trade grows, ports increase capacity and railways improve technology and forecast to increase export transportation volume by 13% year-on-year.
Undoubtedly, aggregate rail transportation cargo volume increase influences foreign trade cargo volume growth. In 2004 total coal traffic, which takes the lion's share of OAO RZD aggregate turnover), grew by 3.3%, coke - by 9.1%, oil and products - by 4%, timber and logs - 10.4, chemicals and fertilizers - by 8.9%, ferrous metal ore - by 5.8% and ferrous metals - by 8.6%. Container rail transportation also grew.
The most interesting situation is with coal transportation. Despite all technological difficulties, such as lack of rolling stock, law transportation profitability (which leads to no interest of private companies to this cargo transportation), coal volumes in foreign trade carriage grew by almost 20% and export - by 33.5%, while import and transit fell down by 8.3% and 12.2% respectively. This could be explained by favorable situation on the global hard energy resources market. Taking into consideration volume of the cargo flow, for its handling extra capacity was put into operation. The only coal terminal used to be in Vostochny port, but in 2004 as a result of reconstruction and modernization the potential of such ports as Murmansk, Tuapse, Vysotsk and Saint-Petersburg was increased. Meanwhile, coal flows increased in neighboring countries' ports (Ukraine and the Baltics). Generally, coal transportation to sea ports and border passes (which, in fact means to other countries' ports) amounts to 47% and 53% respectively. However, in 2004 coal rail transportation volume to ports grew by 38.3% and to border passes - to 29.5%.
Considering coal distribution between the Russian, Ukrainian and Baltic ports it's as 59%, 24% and 11% respectively. However, coal rail transportation to the Russian ports grew by 38.3%, to Ukrainian ones - by 38.8%, while to Baltic terminals - by almost 70%. Evidently, the dynamics is explained by Kuzbass producers investment into the coal terminal in Muuga. The possibility to construct similar terminal in Latvia is considered.
Discounts
Another key Russian export flow is oil. In 2004 in Russia 459 million tons of oil were produced, which is the second result after Saudi Arabia, while domestic market took just 192 million tons.
Today Russia's raw material sources enable to increase production, export and country's market share in the fuel and energy market. The main oil producing region is Western Siberia, supplying some 74% of the total oil production. Much is expected from Eastern Siberia field development: production here is forecasted at 50 million tons by 2020.
Production growth, saturation of domestic market and inability of refineries to increase processing enable to accumulate considerable crude oil volumes for export. Meanwhile situation in the global market guarantees successful future of Russian oil companies. The only question is how to deliver production.
Traditionally oil is carried by pipelines. However recent pipeline capacity growth doesn't meet increasing production and transportation demand. This resulted in oil volume rise in the structure of railway transportation.
In 2004 Russian railways carried over 218 million tons of oil and products, 2.6% up year-on-year. However the dynamics is not impressive as crude oil volume growth decreased by 1.2% year-on-year due to higher export oil duties imposition. Also a controversial situation of YUKOS influenced the market.
As early as 2003 oil of YUKOS took 35% of the aggregate oil volume carried by railway. Also the oil company planned to increase rail transportation volume, which was proved by signing contract with OAO RZD on oil delivery to China. YUKOS guaranteed increasing oil volumes destined for China until 2010, while OAO RZD was to increase border crossing rail station handling and carrying capacity. Today, when the key asset of YUKOS - Yganskneftegaz - was sold the situation radically changed. The former oil giant is not able to guarantee oil delivery as was agreed. Rosneft is to be a successor in the field, however due to some juridical peculiarities it is not now capable of fulfilling commitments at full range.
In early 2005 oil and products carried by railway fell down by 2.6% and export cargo flow decreased by 11%. Experts suppose that apart from oil delivery to China dropped due to reasons mentioned above, the decrease could be explained by extra national holidays (Russians got 10-day holidays) in January and unfavourible weather condition preventing sea ports from normal operating. These conclusions are motivated by the fact that in February the situation changed. Generally experts forecast oil and products rail transportation growth in 2005 at 5%. Also RZD believes that oil rail delivery to China will also grow. According to Russian Railways representatives, in compliance with agreement between OAO RZD and OAO Rosneft oil rail delivery to China in 2005 reaches 4 million tons. Another 3 million tons is guaranteed by LUKoil. And RZD believe that YUKOS will provide 3 million tons of oil to be carried by railways to China.
In its turn OAO RZD also stimulates rail oil transportation development. Particularly, as early as in late 2004 0.7 coefficient for tariffs for crude oil transportation in cars belonged to RZD and in private ones taking into consideration empty getting back was implemented on the route the station Zuy (the Vostochno-Siberian railway) - the station Dzemghi (the Far-Eastern railway) in case of annual volume not under 5.8 million tons. 0.9 coefficient on the route the station Zuy - the station Khabarovsk was also imposed.
Meanwhile proposal of oil and products tariff de-regulation, especially during the navigation, was passed to the Federal Tariff Service.
It is worth noting that all measures resulted in transport consistent reduction in oil production price. For domestic transportation it amounted to 8%, for export via Russian ports - to 14.4%, for export via border passes - to 20%. What concerns discounts on oil delivery to China, it fully depends on Russia's foreign affairs policy.
Our Reference
In 2004 rail transit via Russia dropped by 5.7% year-on-year.
Key centers where transit cargo flows are forming to pass Russia are Kazakhstan (55.2% of the total transit volume) (cargo destined for Europe and Transcaucasia) and Ukraine (11.2% of the total) (cargo destined for Kazakhstan, Central Asia and Transcaucasia)
To Note
In the aggregate volume of transportation via the Russian ports, complexes of the North-Western basin take 40%, that of the Southern basin - 32.7 and the Far-Eastern basin - 27.3%.
Cargo transported via port rail stations of the North-Western basin is as follows: oil and products (38.5% in the aggregate volume) (Saint-Petersburg, Kaliningrad ports, Murmansk, Arkhangelsk, Vitino), coal (24.8%) (Murmansk, Vysotsk, Saint-Petersburg), fertilizers (15.9%) (Saint-Petersburg, Murmansk), ferrous metals (9.8%) (Saint-Petersburg, Kaliningrad ports), non-ferrous metals (2.8%) (Saint-Petersburg).
Cargo transported via port rail stations of the Southern basin is as follows: oil and products (41.9%) (Novorossiysk, Grushevaya, Tuapse), ferrous metals (26.5%) (Novorossiysk, Makhachkala, Tuapse), coal (8.2%) (Tuapse), fertilizers (5.9%) (Novorossiysk), timber and logs (3.2%) (Novorossiysk).
Cargo transported via port rail stations of the Far-Eastern basin is as follows: coal (38.6%) (Vostochny port), ferrous metals (21.8%) (Vladivostok, Nakhodka), oil and products (17.0%) (Krabovaya, Pervaya Rechka), timber and logs (12.2%) (Nakhodka, Vanino).
Tatyana Tokareva
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Development Stimulus
Tariff difference for export and import rail transportation transshipped at ports and border passes appeared in 2001 after the first stage of tariff unifying: rates for rail transportation of cargo transshipped in Russian ports became equal to that for domestic traffic. This resulted in the situation when railway consistent of export and import transportation via the Russian ports was sometimes more than twice cheaper than via the Baltic, Ukrainian and Finnish ports. As was planned, then final equalizing of tariffs for export, import and domestic transportation should be performed. Before that ports could get the chance using extra profit to take some measures to become more competitive in comparison with other countries' collegues. Thus, the state's protectionism was supposed to help in investment into port infrastructure attraction. And the situation changed as had been forecasted. However the Russian port terminals development rate is still lower than that of cargo flow growth. This leads to loaded train congestion on approaches to ports, which is inconvenient for both consignors and railway men. Taking into consideration these problems and Russia's prospect to join the WTO, the state decided to start tariff equalizing. In 2005 export and import freight rail transportation tariffs for cargo destined for Russian ports were raised by 12.5%, while tariff for traffic via border passes stayed unchanged.
Today experts of OAO Russian Railways (OAO RZD) suppose, that new conditions will not considerably influence cargo flow structure and prevent Russian goods from entering global market.
Inner Resources
According to the Center of Transport Services of OAO RZD, in 2004 foreign trade cargo traffic grew by 8.3%. Growth is explained by export transportation sharp increase, which reached 11.4%. Due to considerable export rise structure of cargo by transportation modes changed. The share of export in the aggregate volume was up by 2.3% to 79%. Import and transit traffic shares dropped by 1.7% and 0.5% to 17.2% and 3.8% respectively.
Meanwhile transportation via the Russian sea ports grew by over 24%. Export went up by almost 26.5%. Rail traffic via border passed dropped by 1.5%.
Generally, rail transportation of cargo destined for Russia's sea ports growth is explained by oil volumes increase: "black gold" takes 33.8% of the total, 1.5% up year-on-year. In the structure of freight railway traffic to Russian sea ports coal took 23.1% (+3%). However, ferrous metal share dropped to 18.5% by 2.1%, that of chemicals and fertilizers - to 9.1% by 1.1%. The structure of rail transportation of cargo destined for border passes is similar to the above mentioned. Oil and coal took 29% and 23.2%; fertilizers - 6.9% and timber and logs - 12.7%. Although shares of oil and coal dropped by 5.9% and 5.7% respectively.
It is worth noting that although transportation of cargo transshipped at sea ports positively influenced the country's economy, railways suffered. Firstly, RZD faced serious technologic problems and had to impose bans due to heavy train congestion. Also, freight transportation profitability dropped due to the difference of tariffs for foreign and domestic transportation. Thus, tariff equalizing is a reasonable and necessary decision, which could influence cargo flow structure. It is evident today that Russia's foreign trade grows, ports increase capacity and railways improve technology and forecast to increase export transportation volume by 13% year-on-year.
Undoubtedly, aggregate rail transportation cargo volume increase influences foreign trade cargo volume growth. In 2004 total coal traffic, which takes the lion's share of OAO RZD aggregate turnover), grew by 3.3%, coke - by 9.1%, oil and products - by 4%, timber and logs - 10.4, chemicals and fertilizers - by 8.9%, ferrous metal ore - by 5.8% and ferrous metals - by 8.6%. Container rail transportation also grew.
The most interesting situation is with coal transportation. Despite all technological difficulties, such as lack of rolling stock, law transportation profitability (which leads to no interest of private companies to this cargo transportation), coal volumes in foreign trade carriage grew by almost 20% and export - by 33.5%, while import and transit fell down by 8.3% and 12.2% respectively. This could be explained by favorable situation on the global hard energy resources market. Taking into consideration volume of the cargo flow, for its handling extra capacity was put into operation. The only coal terminal used to be in Vostochny port, but in 2004 as a result of reconstruction and modernization the potential of such ports as Murmansk, Tuapse, Vysotsk and Saint-Petersburg was increased. Meanwhile, coal flows increased in neighboring countries' ports (Ukraine and the Baltics). Generally, coal transportation to sea ports and border passes (which, in fact means to other countries' ports) amounts to 47% and 53% respectively. However, in 2004 coal rail transportation volume to ports grew by 38.3% and to border passes - to 29.5%.
Considering coal distribution between the Russian, Ukrainian and Baltic ports it's as 59%, 24% and 11% respectively. However, coal rail transportation to the Russian ports grew by 38.3%, to Ukrainian ones - by 38.8%, while to Baltic terminals - by almost 70%. Evidently, the dynamics is explained by Kuzbass producers investment into the coal terminal in Muuga. The possibility to construct similar terminal in Latvia is considered.
Discounts
Another key Russian export flow is oil. In 2004 in Russia 459 million tons of oil were produced, which is the second result after Saudi Arabia, while domestic market took just 192 million tons.
Today Russia's raw material sources enable to increase production, export and country's market share in the fuel and energy market. The main oil producing region is Western Siberia, supplying some 74% of the total oil production. Much is expected from Eastern Siberia field development: production here is forecasted at 50 million tons by 2020.
Production growth, saturation of domestic market and inability of refineries to increase processing enable to accumulate considerable crude oil volumes for export. Meanwhile situation in the global market guarantees successful future of Russian oil companies. The only question is how to deliver production.
Traditionally oil is carried by pipelines. However recent pipeline capacity growth doesn't meet increasing production and transportation demand. This resulted in oil volume rise in the structure of railway transportation.
In 2004 Russian railways carried over 218 million tons of oil and products, 2.6% up year-on-year. However the dynamics is not impressive as crude oil volume growth decreased by 1.2% year-on-year due to higher export oil duties imposition. Also a controversial situation of YUKOS influenced the market.
As early as 2003 oil of YUKOS took 35% of the aggregate oil volume carried by railway. Also the oil company planned to increase rail transportation volume, which was proved by signing contract with OAO RZD on oil delivery to China. YUKOS guaranteed increasing oil volumes destined for China until 2010, while OAO RZD was to increase border crossing rail station handling and carrying capacity. Today, when the key asset of YUKOS - Yganskneftegaz - was sold the situation radically changed. The former oil giant is not able to guarantee oil delivery as was agreed. Rosneft is to be a successor in the field, however due to some juridical peculiarities it is not now capable of fulfilling commitments at full range.
In early 2005 oil and products carried by railway fell down by 2.6% and export cargo flow decreased by 11%. Experts suppose that apart from oil delivery to China dropped due to reasons mentioned above, the decrease could be explained by extra national holidays (Russians got 10-day holidays) in January and unfavourible weather condition preventing sea ports from normal operating. These conclusions are motivated by the fact that in February the situation changed. Generally experts forecast oil and products rail transportation growth in 2005 at 5%. Also RZD believes that oil rail delivery to China will also grow. According to Russian Railways representatives, in compliance with agreement between OAO RZD and OAO Rosneft oil rail delivery to China in 2005 reaches 4 million tons. Another 3 million tons is guaranteed by LUKoil. And RZD believe that YUKOS will provide 3 million tons of oil to be carried by railways to China.
In its turn OAO RZD also stimulates rail oil transportation development. Particularly, as early as in late 2004 0.7 coefficient for tariffs for crude oil transportation in cars belonged to RZD and in private ones taking into consideration empty getting back was implemented on the route the station Zuy (the Vostochno-Siberian railway) - the station Dzemghi (the Far-Eastern railway) in case of annual volume not under 5.8 million tons. 0.9 coefficient on the route the station Zuy - the station Khabarovsk was also imposed.
Meanwhile proposal of oil and products tariff de-regulation, especially during the navigation, was passed to the Federal Tariff Service.
It is worth noting that all measures resulted in transport consistent reduction in oil production price. For domestic transportation it amounted to 8%, for export via Russian ports - to 14.4%, for export via border passes - to 20%. What concerns discounts on oil delivery to China, it fully depends on Russia's foreign affairs policy.
Our Reference
In 2004 rail transit via Russia dropped by 5.7% year-on-year.
Key centers where transit cargo flows are forming to pass Russia are Kazakhstan (55.2% of the total transit volume) (cargo destined for Europe and Transcaucasia) and Ukraine (11.2% of the total) (cargo destined for Kazakhstan, Central Asia and Transcaucasia)
To Note
In the aggregate volume of transportation via the Russian ports, complexes of the North-Western basin take 40%, that of the Southern basin - 32.7 and the Far-Eastern basin - 27.3%.
Cargo transported via port rail stations of the North-Western basin is as follows: oil and products (38.5% in the aggregate volume) (Saint-Petersburg, Kaliningrad ports, Murmansk, Arkhangelsk, Vitino), coal (24.8%) (Murmansk, Vysotsk, Saint-Petersburg), fertilizers (15.9%) (Saint-Petersburg, Murmansk), ferrous metals (9.8%) (Saint-Petersburg, Kaliningrad ports), non-ferrous metals (2.8%) (Saint-Petersburg).
Cargo transported via port rail stations of the Southern basin is as follows: oil and products (41.9%) (Novorossiysk, Grushevaya, Tuapse), ferrous metals (26.5%) (Novorossiysk, Makhachkala, Tuapse), coal (8.2%) (Tuapse), fertilizers (5.9%) (Novorossiysk), timber and logs (3.2%) (Novorossiysk).
Cargo transported via port rail stations of the Far-Eastern basin is as follows: coal (38.6%) (Vostochny port), ferrous metals (21.8%) (Vladivostok, Nakhodka), oil and products (17.0%) (Krabovaya, Pervaya Rechka), timber and logs (12.2%) (Nakhodka, Vanino).
Tatyana Tokareva
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Development Stimulus
Tariff difference for export and import rail transportation transshipped at ports and border passes appeared in 2001 after the first stage of tariff unifying: rates for rail transportation of cargo transshipped in Russian ports became equal to that for domestic traffic. This resulted in the situation when railway consistent of export and import transportation via the Russian ports was sometimes more than twice cheaper than via the Baltic, Ukrainian and Finnish ports. As was planned, then final equalizing of tariffs for export, import and domestic transportation should be performed. Before that ports could get the chance using extra profit to take some measures to become more competitive in comparison with other countries' collegues. Thus, the state's protectionism was supposed to help in investment into port infrastructure attraction. And the situation changed as had been forecasted. However the Russian port terminals development rate is still lower than that of cargo flow growth. This leads to loaded train congestion on approaches to ports, which is inconvenient for both consignors and railway men. Taking into consideration these problems and Russia's prospect to join the WTO, the state decided to start tariff equalizing. In 2005 export and import freight rail transportation tariffs for cargo destined for Russian ports were raised by 12.5%, while tariff for traffic via border passes stayed unchanged.
Today experts of OAO Russian Railways (OAO RZD) suppose, that new conditions will not considerably influence cargo flow structure and prevent Russian goods from entering global market.
Inner Resources
According to the Center of Transport Services of OAO RZD, in 2004 foreign trade cargo traffic grew by 8.3%. Growth is explained by export transportation sharp increase, which reached 11.4%. Due to considerable export rise structure of cargo by transportation modes changed. The share of export in the aggregate volume was up by 2.3% to 79%. Import and transit traffic shares dropped by 1.7% and 0.5% to 17.2% and 3.8% respectively.
Meanwhile transportation via the Russian sea ports grew by over 24%. Export went up by almost 26.5%. Rail traffic via border passed dropped by 1.5%.
Generally, rail transportation of cargo destined for Russia's sea ports growth is explained by oil volumes increase: "black gold" takes 33.8% of the total, 1.5% up year-on-year. In the structure of freight railway traffic to Russian sea ports coal took 23.1% (+3%). However, ferrous metal share dropped to 18.5% by 2.1%, that of chemicals and fertilizers - to 9.1% by 1.1%. The structure of rail transportation of cargo destined for border passes is similar to the above mentioned. Oil and coal took 29% and 23.2%; fertilizers - 6.9% and timber and logs - 12.7%. Although shares of oil and coal dropped by 5.9% and 5.7% respectively.
It is worth noting that although transportation of cargo transshipped at sea ports positively influenced the country's economy, railways suffered. Firstly, RZD faced serious technologic problems and had to impose bans due to heavy train congestion. Also, freight transportation profitability dropped due to the difference of tariffs for foreign and domestic transportation. Thus, tariff equalizing is a reasonable and necessary decision, which could influence cargo flow structure. It is evident today that Russia's foreign trade grows, ports increase capacity and railways improve technology and forecast to increase export transportation volume by 13% year-on-year.
Undoubtedly, aggregate rail transportation cargo volume increase influences foreign trade cargo volume growth. In 2004 total coal traffic, which takes the lion's share of OAO RZD aggregate turnover), grew by 3.3%, coke - by 9.1%, oil and products - by 4%, timber and logs - 10.4, chemicals and fertilizers - by 8.9%, ferrous metal ore - by 5.8% and ferrous metals - by 8.6%. Container rail transportation also grew.
The most interesting situation is with coal transportation. Despite all technological difficulties, such as lack of rolling stock, law transportation profitability (which leads to no interest of private companies to this cargo transportation), coal volumes in foreign trade carriage grew by almost 20% and export - by 33.5%, while import and transit fell down by 8.3% and 12.2% respectively. This could be explained by favorable situation on the global hard energy resources market. Taking into consideration volume of the cargo flow, for its handling extra capacity was put into operation. The only coal terminal used to be in Vostochny port, but in 2004 as a result of reconstruction and modernization the potential of such ports as Murmansk, Tuapse, Vysotsk and Saint-Petersburg was increased. Meanwhile, coal flows increased in neighboring countries' ports (Ukraine and the Baltics). Generally, coal transportation to sea ports and border passes (which, in fact means to other countries' ports) amounts to 47% and 53% respectively. However, in 2004 coal rail transportation volume to ports grew by 38.3% and to border passes - to 29.5%.
Considering coal distribution between the Russian, Ukrainian and Baltic ports it's as 59%, 24% and 11% respectively. However, coal rail transportation to the Russian ports grew by 38.3%, to Ukrainian ones - by 38.8%, while to Baltic terminals - by almost 70%. Evidently, the dynamics is explained by Kuzbass producers investment into the coal terminal in Muuga. The possibility to construct similar terminal in Latvia is considered.
Discounts
Another key Russian export flow is oil. In 2004 in Russia 459 million tons of oil were produced, which is the second result after Saudi Arabia, while domestic market took just 192 million tons.
Today Russia's raw material sources enable to increase production, export and country's market share in the fuel and energy market. The main oil producing region is Western Siberia, supplying some 74% of the total oil production. Much is expected from Eastern Siberia field development: production here is forecasted at 50 million tons by 2020.
Production growth, saturation of domestic market and inability of refineries to increase processing enable to accumulate considerable crude oil volumes for export. Meanwhile situation in the global market guarantees successful future of Russian oil companies. The only question is how to deliver production.
Traditionally oil is carried by pipelines. However recent pipeline capacity growth doesn't meet increasing production and transportation demand. This resulted in oil volume rise in the structure of railway transportation.
In 2004 Russian railways carried over 218 million tons of oil and products, 2.6% up year-on-year. However the dynamics is not impressive as crude oil volume growth decreased by 1.2% year-on-year due to higher export oil duties imposition. Also a controversial situation of YUKOS influenced the market.
As early as 2003 oil of YUKOS took 35% of the aggregate oil volume carried by railway. Also the oil company planned to increase rail transportation volume, which was proved by signing contract with OAO RZD on oil delivery to China. YUKOS guaranteed increasing oil volumes destined for China until 2010, while OAO RZD was to increase border crossing rail station handling and carrying capacity. Today, when the key asset of YUKOS - Yganskneftegaz - was sold the situation radically changed. The former oil giant is not able to guarantee oil delivery as was agreed. Rosneft is to be a successor in the field, however due to some juridical peculiarities it is not now capable of fulfilling commitments at full range.
In early 2005 oil and products carried by railway fell down by 2.6% and export cargo flow decreased by 11%. Experts suppose that apart from oil delivery to China dropped due to reasons mentioned above, the decrease could be explained by extra national holidays (Russians got 10-day holidays) in January and unfavourible weather condition preventing sea ports from normal operating. These conclusions are motivated by the fact that in February the situation changed. Generally experts forecast oil and products rail transportation growth in 2005 at 5%. Also RZD believes that oil rail delivery to China will also grow. According to Russian Railways representatives, in compliance with agreement between OAO RZD and OAO Rosneft oil rail delivery to China in 2005 reaches 4 million tons. Another 3 million tons is guaranteed by LUKoil. And RZD believe that YUKOS will provide 3 million tons of oil to be carried by railways to China.
In its turn OAO RZD also stimulates rail oil transportation development. Particularly, as early as in late 2004 0.7 coefficient for tariffs for crude oil transportation in cars belonged to RZD and in private ones taking into consideration empty getting back was implemented on the route the station Zuy (the Vostochno-Siberian railway) - the station Dzemghi (the Far-Eastern railway) in case of annual volume not under 5.8 million tons. 0.9 coefficient on the route the station Zuy - the station Khabarovsk was also imposed.
Meanwhile proposal of oil and products tariff de-regulation, especially during the navigation, was passed to the Federal Tariff Service.
It is worth noting that all measures resulted in transport consistent reduction in oil production price. For domestic transportation it amounted to 8%, for export via Russian ports - to 14.4%, for export via border passes - to 20%. What concerns discounts on oil delivery to China, it fully depends on Russia's foreign affairs policy.
Our Reference
In 2004 rail transit via Russia dropped by 5.7% year-on-year.
Key centers where transit cargo flows are forming to pass Russia are Kazakhstan (55.2% of the total transit volume) (cargo destined for Europe and Transcaucasia) and Ukraine (11.2% of the total) (cargo destined for Kazakhstan, Central Asia and Transcaucasia)
To Note
In the aggregate volume of transportation via the Russian ports, complexes of the North-Western basin take 40%, that of the Southern basin - 32.7 and the Far-Eastern basin - 27.3%.
Cargo transported via port rail stations of the North-Western basin is as follows: oil and products (38.5% in the aggregate volume) (Saint-Petersburg, Kaliningrad ports, Murmansk, Arkhangelsk, Vitino), coal (24.8%) (Murmansk, Vysotsk, Saint-Petersburg), fertilizers (15.9%) (Saint-Petersburg, Murmansk), ferrous metals (9.8%) (Saint-Petersburg, Kaliningrad ports), non-ferrous metals (2.8%) (Saint-Petersburg).
Cargo transported via port rail stations of the Southern basin is as follows: oil and products (41.9%) (Novorossiysk, Grushevaya, Tuapse), ferrous metals (26.5%) (Novorossiysk, Makhachkala, Tuapse), coal (8.2%) (Tuapse), fertilizers (5.9%) (Novorossiysk), timber and logs (3.2%) (Novorossiysk).
Cargo transported via port rail stations of the Far-Eastern basin is as follows: coal (38.6%) (Vostochny port), ferrous metals (21.8%) (Vladivostok, Nakhodka), oil and products (17.0%) (Krabovaya, Pervaya Rechka), timber and logs (12.2%) (Nakhodka, Vanino).
Tatyana Tokareva
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Faster, Cheaper, More Reliable
Just over 10 years ago the largest railway of EuroAsia was overcoming crisis. Due to several objective reasons TSR traffic sharply dropped and cargo flows were rerouted to the sea carriers.
Lately the situation has changed and the state got interested in the Transsib development and transit cargo flows to the route attraction.
In order to implement TSR's transit potential in 1993 the International Coordinating Council on Transsiberian Transportation (ICCTT) aimed at cargo flows attracting to the railway was established. The key result of ICCTT's activity is that in 1999 transit container transportation by the TSR stopped falling down and started growing.
In 2004 transit container transportation by the TSR reached 155.4 thousand TEUs, breaking the best record of 1983 when 154 thousand TEUs was carried. In 1998 the index amounted to 15.1 thousand TEUs, in 1999 - 25 thousand TEUs, in 2000 - 47.1 thousand TEUs, in 2001 - 56.2 thousand TEUs, in 2002 - 70.5 thousand TEUs, in 2003 - 100 thousand TEUs.
In 2004 124.4 thousand TEUs was delivered to Finland, 9.8 thousand TEUs - to Kazakhstan and Central Asia and 121.1 thousand TEUs - from/to China.
In 2005 transit container traffic is expected at some 180-200 thousand TEUs. Experts forecast, within 5 years container transportation will grow by 25-30% annually.
Today the TSR is a powerful 2-tracked electrified 10 thousand km-long railway with carrying capacity of up to 100 million tons annually, including 200 thousand TEUs, joining countries of Asian-Pacific region and Central Asia. Today the TSR carries 50% of Russia's export volume.
Speed of freight transportation by the TSR is up to 1200 km/day. Transit time from Shanghai, Dalian, Busan via the Vostochny port to Europe and Kazakstan amounts to 18 days. Block trains run on the routes.
Delivery time from Nakhodka-Vostochnaya to Brest (10 538 km) amounts to 221.1 hours (9.3 days), twice as fast as by sea. But further delivery time could be reduced to 8.5-9 days. It is worth noting that in late 1990-s the RF State Customs Committee (predecessor of the RF Federal Customs Service) simplified transit goods registrtion and control procedure to speed up the process of delivery.
Surely, freight tariff offered for transportation by the TSR is attractive, thus, through rate from the ports of South-Eastern Asia to Europe using the Transsib amounts to not over USD 2500 for a 40-feet container. Maximum cost of 12-meter long container transportation from the port of Shanghai to Europe including handling at Nakhodka amounts to only USD 2500, while transit time doesn't exceed 15 days. When the same container is shipped by the similar route cost increases to USD 3500 and transit time - to 28 days.
Although, operators and forwarding agents are not satisfied with current tariff considering them too high, especially on Busan - Yokohama.
The case is: tariffs are permanently being raised by stevedoring companies from time to time and security service and by RZD itself. Evidently, this instability results in China's railway winning in the competition as they announce tariff rise at the beginning of the year with certain date of its coming into force.
Freight Transportation: Volumes Up, Geography Extends
Most part of transit is carried by the TSR in block trains, which quantity keeps growing.
Today's TSR carriage volume increase is reached by transportation organization improvement and cargo flows attracting by key operators and forwarders such as "TransSiberian Intermodal Service", "VL Logistic", "Russotra" and "Stim".
Separation "TransContainer", center of container transportation, off OAO RZD and turning it into subsidiary is crucially important and enables to increase container traffic fast, perform main investment projects, get integrated into the global transport system and last but not least to improve services.
In order to attract new cargo flows to the TSR new joint venture of OAO RZD and "Far-Eastern Shipping Company" "Russkaya Troyka" was launched. By 2010 the company will order up to 10 thousand long-based 24-meter platforms and 40 thousand 40-feet containers.
It is worth mentioning, all decisions on the TSR extension to West could be implemented only if cargo flows from East are attracted. And here much could be done by "Russkaya Troyka": as FESCO has a branchy agent network in the Asian-Pacific region container transportaition volume could be doubled.
The TransSiberian Railway: Total carriage volume in 2002-2004 (TEUs)
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Faster, Cheaper, More Reliable
Just over 10 years ago the largest railway of EuroAsia was overcoming crisis. Due to several objective reasons TSR traffic sharply dropped and cargo flows were rerouted to the sea carriers.
Lately the situation has changed and the state got interested in the Transsib development and transit cargo flows to the route attraction.
In order to implement TSR's transit potential in 1993 the International Coordinating Council on Transsiberian Transportation (ICCTT) aimed at cargo flows attracting to the railway was established. The key result of ICCTT's activity is that in 1999 transit container transportation by the TSR stopped falling down and started growing.
In 2004 transit container transportation by the TSR reached 155.4 thousand TEUs, breaking the best record of 1983 when 154 thousand TEUs was carried. In 1998 the index amounted to 15.1 thousand TEUs, in 1999 - 25 thousand TEUs, in 2000 - 47.1 thousand TEUs, in 2001 - 56.2 thousand TEUs, in 2002 - 70.5 thousand TEUs, in 2003 - 100 thousand TEUs.
In 2004 124.4 thousand TEUs was delivered to Finland, 9.8 thousand TEUs - to Kazakhstan and Central Asia and 121.1 thousand TEUs - from/to China.
In 2005 transit container traffic is expected at some 180-200 thousand TEUs. Experts forecast, within 5 years container transportation will grow by 25-30% annually.
Today the TSR is a powerful 2-tracked electrified 10 thousand km-long railway with carrying capacity of up to 100 million tons annually, including 200 thousand TEUs, joining countries of Asian-Pacific region and Central Asia. Today the TSR carries 50% of Russia's export volume.
Speed of freight transportation by the TSR is up to 1200 km/day. Transit time from Shanghai, Dalian, Busan via the Vostochny port to Europe and Kazakstan amounts to 18 days. Block trains run on the routes.
Delivery time from Nakhodka-Vostochnaya to Brest (10 538 km) amounts to 221.1 hours (9.3 days), twice as fast as by sea. But further delivery time could be reduced to 8.5-9 days. It is worth noting that in late 1990-s the RF State Customs Committee (predecessor of the RF Federal Customs Service) simplified transit goods registrtion and control procedure to speed up the process of delivery.
Surely, freight tariff offered for transportation by the TSR is attractive, thus, through rate from the ports of South-Eastern Asia to Europe using the Transsib amounts to not over USD 2500 for a 40-feet container. Maximum cost of 12-meter long container transportation from the port of Shanghai to Europe including handling at Nakhodka amounts to only USD 2500, while transit time doesn't exceed 15 days. When the same container is shipped by the similar route cost increases to USD 3500 and transit time - to 28 days.
Although, operators and forwarding agents are not satisfied with current tariff considering them too high, especially on Busan - Yokohama.
The case is: tariffs are permanently being raised by stevedoring companies from time to time and security service and by RZD itself. Evidently, this instability results in China's railway winning in the competition as they announce tariff rise at the beginning of the year with certain date of its coming into force.
Freight Transportation: Volumes Up, Geography Extends
Most part of transit is carried by the TSR in block trains, which quantity keeps growing.
Today's TSR carriage volume increase is reached by transportation organization improvement and cargo flows attracting by key operators and forwarders such as "TransSiberian Intermodal Service", "VL Logistic", "Russotra" and "Stim".
Separation "TransContainer", center of container transportation, off OAO RZD and turning it into subsidiary is crucially important and enables to increase container traffic fast, perform main investment projects, get integrated into the global transport system and last but not least to improve services.
In order to attract new cargo flows to the TSR new joint venture of OAO RZD and "Far-Eastern Shipping Company" "Russkaya Troyka" was launched. By 2010 the company will order up to 10 thousand long-based 24-meter platforms and 40 thousand 40-feet containers.
It is worth mentioning, all decisions on the TSR extension to West could be implemented only if cargo flows from East are attracted. And here much could be done by "Russkaya Troyka": as FESCO has a branchy agent network in the Asian-Pacific region container transportaition volume could be doubled.
The TransSiberian Railway: Total carriage volume in 2002-2004 (TEUs)
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Ukraine's transit potential, the traditional argument of a state in its pretentious pursuit of a decent place on the world freight transportation market, is at this point as incontestable, as underrealized. At the same time the Ukraine's trade with the CIS states constitutes today 26% of its total international trade turnover (in 2004), while the share of the EU is over 35% of this volume, the fact signifying the importance of the western sector for the Ukraine's transport interests. Naturally, eliminating discrepancies between declarations and the reality is a long process, but its success is the prerequisite for Ukraine to realize its ambitions in respect to gradual integration into the European railway transportation market.
The development of international trade activity in the sphere of freight transportation was a priority of the Ukraine's Railway since the country's independence. Its significance can be judged by the fact that the "diplomatic railway department" - Ukrzaliznytsya's External Relations Department - was founded among the first administrative bodies, that emerged at the same time as the State Administration of Railway Transport (Ukrzaliznytsya) itself.
Ukraine has 14 border crossing posts with its Western neighbours, in particular 6 with Poland, 4 with Romania, 2 with Slovakia and Hungary each. The mentioned posts pass 33% of transit, 25% of export and 10% of import Ukraine's railway cargo flows.
Ukraine's main railway gate to Europe is the Lvov Railway (11% of the Ukrzaliznytsya total cargo turnover), being part of five international transport corridors: No 3 - Poland - Ukraine - Russia (via the western Ukrainian crossing post Mostiska-2); No 5 - Hungary - Ukraine - Russia - China (via Chop); No 7 - Baltic sea - Black sea (via Mostiska-2); No10 - TRASECA - "Europe - Caucasus - Asia" (via Yagodin). In 2003 the western railway crossing posts throughput constituted 35.4 mln.t. (export), 3.7 mln.t. (import), which is significantly above the previous year's level. In particular there increased the volumes of export to Romania, Poland, Slovakia, Hungary; import from Poland, Romania, Slovakia.
Priority - "Euroneighbours"
The potential competitive advantage of the Ukraine's railway over the traditional sea route to Europe lies in the fact that the railway haul Romania-Poland (via Slovakia and Ukraine) is significantly shorter than the sea one. This route marked at the Ukrzaliznytsya projects as North-South-North has been recognized as the best and economically most justified by the participants of the international conference of Ukrainian, Slovak, Polish and Romanian railway administrations (Lvov, April 2004). This very route was selected by Ukrzaliznytsya as the priority task in terms of technical development. The reason lies in the presence of the 112-kilometer long Chop-Dyakovo section of the Lvov Railway with European track of 1435 mm. The recent few years were marked by increased transit cargo flow along this section: on the Poland-Romania trade - 7.8-fold against the peak turnover of 1996; on Romania-Poland trade - 6.8-fold; on Slovakia-Romania trade - 3-fold; Romania-Slovakia - 1.4-fold. In 2003 the section's turnover reached 0.631 mln.t. (+77% against the previous year); the growth in 2004 constituted about 20%. If in 1996 there were two states taking part in transportation over this section, today there are thirteen. The basic cargo flows are those of ferrous metals, timber, coke, paper, sugar, foodstuffs, household equipment and electrical gadgets, construction materials.
At the same time the route is loaded only by some 50%. "I am worried that the Polish Railway is reluctant to use the North-South-North route, which is the best to carry cargoes from Poland to Romania and Bulgaria and back. In the nearest future we intend to increase the coal volume", declared at the Lvov conference the Polish Railway general representative in the Ukraine Anjey Tokarsky. According to the Slovak Railway general representative in the Ukraine Pavel Stetulich, it is necessary to settle a number of tariff problems. In particular, it would be expedient for the Polish and Bulgarian parties to join the Slovak-Ukrainian-Romanian tariff freight price list valid on the route since May 2004.
The mentioned North-South-North project was advanced by Ukrzaliznytsya in addition to the project of the Odessa-Gdansk (Baltic sea - Black sea) railway route development, which is complicated by the necessity to transship cargoes to/from carriages with different gauge. To resolve the problem on the Motiska-2 station there was implemented the first in the Ukraine system of automatic track width change (on the slow move, without stopping the train). The Polish system SUW2000 that cost EUR55.65 th. allowed to cut the lay-up to half an hour (-87%). Nevertheless, despite the plans to attract container cargoes to the Odessa-Gdansk route declared by Ukrzaliznytsya, no progress can be seen so far. At present the Ukraine-Poland cargo turnover consists largely of bulk cargoes in the amount of 12 mln.t. per annum: export includes ore (Ukrainian export and Russian transit) destined for the Polish and Check metallurgical plants, import - coal and oil coke (Polish export).
In early 2004 the Ukrainian Ministry of Transport suggested a project of oil railway transportation along the route Brody-Gdansk (using the Ukrtransneft's center of cisterns preparation and the reservoir of 75 th.cub.m. capacity at the Brody station). The route is some 900 km long, of which distance only 14% lies along the Ukraine's territory. To resolve the problem of different track widths there have been considered the possibilities of attracting cisterns of the Polish Dets company, with adjustable track width, changing the bogies (Mostiska-2, Kovel); repouring cargo to other cisterns on the Polish territory (Slavkuv). The project was suggested as an alternative route to carry oil to the Polish refineries (in particular for the period of the Brody-Plotsk pipeline construction). Besides, the route of oil delivery to the Romanian and Bulgarian refineries (owned by the Russian oil company LUKoil) also passes via Brody, with the bogies changed in Vadul-Siret (Romania). According to the Ukrainian party, the route loading potential is up to 0.5 mln.t. per month. But sea transportation of Russian oil via Novorossiysk appeared a realistic alternative to the both routes.
To Europe like the wind : in carriages
The Ukraine's Ministry of Transport set maximal discounts (50%) on handling containers due to be carried by piggyback trains. Thus it is promoting its 2003 transport hits - piggyback trains "Yaroslav" - Kiev-Slavkuv (Poland) launched in April 2003 and "Viking" - Ilyichevsk/Odessa-Klaipeda (Lithuania) launched in February 2003. "Yaroslav" transit time is 39 hours, "Viking" - 2 days. To compare: it takes road carriers 4 days to cross the Ukraine and the Odessa-Klaipeda route may take up to 10 days.
In the first year of the both routes operation the result was: for "Viking" - 257 trains, 534 containers; "Yaroslav" - 1.3 th. trains. There was no growth in the first half of the past year: "Viking" - 86 trains and 356 containers; "Yaroslav" - 621 trains.
According to the Lithuanian Transport and Communications Minister Valerius Ponomarevs, the "Viking" project originally was not elaborated from the commercial point of view, which resulted in its slow promotion on the market. At the same time the "Yaroslav" relative success the Lithuanian side ascribes to the obstacles on the Ukrainian-Polish border. "Apparently, the Yaroslav's success is due to the formalities by crossing the border, where road carriers lose up to 3 days. Probably the problems with customs-frontier procedures are not as significant on our borders to play a similar role", - commented Victoras Harlashkinas manager of KLASCO, the Lithuanian "Viking" operator.
According to the Ukrainian experts, the economic efficiency of the piggyback route is secured by the tariff of about $1200 per transportation circle for road carriers and by the rate of $950/TEU for the railway. The rates of the routes "Yaroslav" and "Viking" cut by half against the profitability level ($290/TEU and $400/TEU respectively) attributed to the routes attractiveness. But to stimulate the customers' interest the routes organizers have to meet a number of additional conditions: resolving rolling stock shortage (according to the Ukrainian freight forwarders the fitting platforms deficit was now aggravated by their poor quality repairs resulting in failures to meet the delivery terms); providing the speed on the route of about 1 th. km. per day; strict adherence to the schedule; carrying out customs procedures during the handling operations. The latter, at least, does not depend on the railway operators.
"Viking" will connect not only our countries, but our hearts", - declared on the train launch ceremony the councilor to the Lithuanian ambassador's in the Ukraine Mr Kostyatus Stankyavichus, overlooking the main link - cargo flows. "Viking" operators estimated the term of reaching profitability as 2 years. Their optimism was not shared by the Ukrainian freight forwarders, foretelling the route would share the doom of the "Baltica" train (Ilyichevsk/Odessa-Gdansk/Gdynya). The latter's false start in 2001 was due to difference in track width, lack of loading and low interest of the Polish party in the project.
In case of "Viking" there is interest on both sides: the Ukrainian party already ships export (foodstuffs, timber products, salted skins); the Lithuanian - transit (Norwegian and Icelandic frozen fish products). The Lithuanian project participants count on supply of export and Scandinavian transit (container cargoes, including consumer goods, foodstuffs, fish products) via Ukraine to Georgia, Armenia, Azerbajan, and Turkey. There are attempts to attract Turkish reverse transit.
The Georgian and Moldavian producers are interested in carrying to Lithuania excise products (wine products, tobacco and confectionery). As at present there is no permission to carry excise cargoes by the "Viking" train, the Lithuanian party initiated its development on the international level. The "Viking" project management's appeal forwarded to the corresponding departments in Ukraine, Belorussia, Lithuania contains an offer to open on the route posts to pass excise cargoes and provide for the corresponding control procedures.
The prospects of the "Yaroslav" project are connected with the growth of the Ukrainian cars flow towards Poland, Slovakia, Czechia, the volume of which is estimated to be about 2 mln.t. (USD1.9 bln.).
Nevertheless, the total share of piggyback cargoes carried via the Ukraine has not so far exceeded 0.1% of the country's international turnover (with the annual volume of some USD35 mln.). Taking into account the import volume being twice as big as the export one, the prospects of piggyback trains loading appear even more problematic. The export-import disproportion in piggyback transportation is even greater - about 4%/96%.
Up to one third of the Ukraine's international trade cargo are carried by sea transport, but only one of the two piggyback trains - "Viking" - is formed in a seaport. "We considered the possibility of using "Yaroslav" to deliver sea cargo from the Odessa port in the Polish direction. The tariffs are quite attractive, but the problem is lack of coordinated railway cargoes delivery on the Odessa-Kiev section. Our appeals remained unanswered", - commented the situation Vyacheslav Borovsky, director of Polaris freight forwarding company.
The FORMAG freight forwarding company, an initiator of the first block trains in independent Ukraine (Odessa-Moscow), have their own view on the Ukraine's piggyback transportation. According to the company's deputy director Andrey Malyshkin, the attempt to connect the Europe's seaports by piggyback trains ("Viking" project) is doomed to failure, as the major potential cargo flow - the containers - is secured by sea carriers. "The latter, being normally also the container stock owners, will hardly agree to share profits with the railway", - summed up Mr Malyshkin. The idea of "Viking" in fact repeats the project of transcontinental transportations between the ports of American Atlantic and Pacific coasts. But the efficiency of the American routes is due to the continent's meridional extension, while Europe can be easily doubled by sea without problems with domestic customs.
The projects like "Yaroslav", oriented insides the continent, don't have this demerit, but they have another one: the route is cut from the sea containers and motor-cars flow. While "Viking" is more promising in terms of sea cargo delivery to Belorussia. This viewpoint is partially shared by KLASCO that has noted the fact of shipping via the Odessa port to Kolyadichi 40-feet containers with Turkish spare parts destined to the Byelorussia TV plant "Rubin". From the Lithuanian part there have so far been no shipments to Belorussia, though there have been shipments from Klaipeda to Kiev (foodstuffs, consumer goods). At the same time KLASCO stated shipments Klaipeda-Ilyichevsk, Klaipeda-Georgia via Ilyichevsk, which goes contrary to the views of Ukrainian freight forwarders as to the dry route between ports inefficiency.
Another proof of the promising nature of intracontinental piggyback delivery lies in the fact that Lithuanian, Ukrainian and Byelorussia railway administrations have formed rates of the "Viking" train for transit and export/import cargoes delivery to the route's intermediary stations: Poneryai in Lithuania (near Vilnyus) and Draugiste and Klaipeda near the Klaipeda port; in Belorussia - Kolyadichi (near Minsk); in Ukraine - Liski (near Kiev) and two port stations (Ilyichevsk and Odessa). The aim is to add attractiveness of the "Viking" route for the domestic importers and exporters.
Lots of plans
The Ministry of Transport declared it is developing a number of new routes for international piggyback transportation. There have been discussed with international partners such routes as Ukraine-Hungary-Austria, Ukraine-Germany (the latter with the use of the Frankfurt logistics hub). The negotiations were to be completed by 2004 to start in 2005 creating the network of transnational piggyback routes. By that time it was planned to produce an additional stock of 80 fitting platforms. At the moment the plans remain unrealized.
As to the Ukraine's avowed interest in transit, the Ukrainian freight forwarders have their own opinion on the matter. In their estimation the Ukrainian customs services, being financially uninterested in registering transit bring the carriers efforts on creating favourable tariff and technical conditions to attract transit to naught. The result is dropping transit volumes, which process started in 2003 and aggravated in 2004.
Against this background the Ministry of Transport's attempts to bring piggyback routes to the Western Europe appears to be merely administrative ambitions turned into political declarations. Till now the ministerial plans were more modest: there was being developed a program of promoting piggyback transportation to the neighbours - Poland, Czechia, Slovakia. The goals were more practical: overcoming the shortage of international, first of all Polish permits for road transporation; cutting the transit time by road transportation via Ukraine. But even then the Ministry's intentions revealed themselves in the financing of only the design phase up to 2010 (100 th. hryvnas or some USD20 th.) provided for in the Complex Program of Securing Ukraine as a Transit State. No further financing was provided for.
For justice' sake it needs to be noted that the lower levels of the Ukraine's transport complex also were involved in the piggyback "policy". Thus Ukrferry - the only Ukrainian sea rail-ferry carrier (lines to Bulgaria, Georgia, Turkey) declared its plans to prolong the piggyback line Klaipeda - Ilyichevsk to the Turkish port Derindge, which became possible after completing the ferry bridge to roll on cars. But there are almost no automobile cargo on the route Turkey - Lithuania (in particular entering Europe).
It is characteristic that the matter of the Ukrainian combined transportation cargo basis analysis remains unsettled. If Europe's expansion of the piggyback trains network is a reaction on highways overloading, Ukraine is far from this situation in both cargo turnover and roads network development. On the European transit market Ukraine is lagging behind in both the water sector (the cost of by the Ukrainian Danube Shipping Company lost its cargo flow, which got reoriented to the river and land carriers of the Upper Danube, which cost it USD500 mln.), and in the railway one (Russian and Kazakh transit got redirected to sea lines). One should not delude oneself with the notorious "transit potential" of the Ukraine, as the world sea carriers, being at the same time the representatives of the largest producers, are not going to deprive themselves of cargo in favour of the railway competitor. The raw materials transit component are beyond the piggyback trains interests: metal roll cannot be loaded on platforms, while containers have been carried in gondolas, which is registered in the national history of freight transportation.
Vladimir Katkevich
[~DETAIL_TEXT] =>
Ukraine's transit potential, the traditional argument of a state in its pretentious pursuit of a decent place on the world freight transportation market, is at this point as incontestable, as underrealized. At the same time the Ukraine's trade with the CIS states constitutes today 26% of its total international trade turnover (in 2004), while the share of the EU is over 35% of this volume, the fact signifying the importance of the western sector for the Ukraine's transport interests. Naturally, eliminating discrepancies between declarations and the reality is a long process, but its success is the prerequisite for Ukraine to realize its ambitions in respect to gradual integration into the European railway transportation market.
The development of international trade activity in the sphere of freight transportation was a priority of the Ukraine's Railway since the country's independence. Its significance can be judged by the fact that the "diplomatic railway department" - Ukrzaliznytsya's External Relations Department - was founded among the first administrative bodies, that emerged at the same time as the State Administration of Railway Transport (Ukrzaliznytsya) itself.
Ukraine has 14 border crossing posts with its Western neighbours, in particular 6 with Poland, 4 with Romania, 2 with Slovakia and Hungary each. The mentioned posts pass 33% of transit, 25% of export and 10% of import Ukraine's railway cargo flows.
Ukraine's main railway gate to Europe is the Lvov Railway (11% of the Ukrzaliznytsya total cargo turnover), being part of five international transport corridors: No 3 - Poland - Ukraine - Russia (via the western Ukrainian crossing post Mostiska-2); No 5 - Hungary - Ukraine - Russia - China (via Chop); No 7 - Baltic sea - Black sea (via Mostiska-2); No10 - TRASECA - "Europe - Caucasus - Asia" (via Yagodin). In 2003 the western railway crossing posts throughput constituted 35.4 mln.t. (export), 3.7 mln.t. (import), which is significantly above the previous year's level. In particular there increased the volumes of export to Romania, Poland, Slovakia, Hungary; import from Poland, Romania, Slovakia.
Priority - "Euroneighbours"
The potential competitive advantage of the Ukraine's railway over the traditional sea route to Europe lies in the fact that the railway haul Romania-Poland (via Slovakia and Ukraine) is significantly shorter than the sea one. This route marked at the Ukrzaliznytsya projects as North-South-North has been recognized as the best and economically most justified by the participants of the international conference of Ukrainian, Slovak, Polish and Romanian railway administrations (Lvov, April 2004). This very route was selected by Ukrzaliznytsya as the priority task in terms of technical development. The reason lies in the presence of the 112-kilometer long Chop-Dyakovo section of the Lvov Railway with European track of 1435 mm. The recent few years were marked by increased transit cargo flow along this section: on the Poland-Romania trade - 7.8-fold against the peak turnover of 1996; on Romania-Poland trade - 6.8-fold; on Slovakia-Romania trade - 3-fold; Romania-Slovakia - 1.4-fold. In 2003 the section's turnover reached 0.631 mln.t. (+77% against the previous year); the growth in 2004 constituted about 20%. If in 1996 there were two states taking part in transportation over this section, today there are thirteen. The basic cargo flows are those of ferrous metals, timber, coke, paper, sugar, foodstuffs, household equipment and electrical gadgets, construction materials.
At the same time the route is loaded only by some 50%. "I am worried that the Polish Railway is reluctant to use the North-South-North route, which is the best to carry cargoes from Poland to Romania and Bulgaria and back. In the nearest future we intend to increase the coal volume", declared at the Lvov conference the Polish Railway general representative in the Ukraine Anjey Tokarsky. According to the Slovak Railway general representative in the Ukraine Pavel Stetulich, it is necessary to settle a number of tariff problems. In particular, it would be expedient for the Polish and Bulgarian parties to join the Slovak-Ukrainian-Romanian tariff freight price list valid on the route since May 2004.
The mentioned North-South-North project was advanced by Ukrzaliznytsya in addition to the project of the Odessa-Gdansk (Baltic sea - Black sea) railway route development, which is complicated by the necessity to transship cargoes to/from carriages with different gauge. To resolve the problem on the Motiska-2 station there was implemented the first in the Ukraine system of automatic track width change (on the slow move, without stopping the train). The Polish system SUW2000 that cost EUR55.65 th. allowed to cut the lay-up to half an hour (-87%). Nevertheless, despite the plans to attract container cargoes to the Odessa-Gdansk route declared by Ukrzaliznytsya, no progress can be seen so far. At present the Ukraine-Poland cargo turnover consists largely of bulk cargoes in the amount of 12 mln.t. per annum: export includes ore (Ukrainian export and Russian transit) destined for the Polish and Check metallurgical plants, import - coal and oil coke (Polish export).
In early 2004 the Ukrainian Ministry of Transport suggested a project of oil railway transportation along the route Brody-Gdansk (using the Ukrtransneft's center of cisterns preparation and the reservoir of 75 th.cub.m. capacity at the Brody station). The route is some 900 km long, of which distance only 14% lies along the Ukraine's territory. To resolve the problem of different track widths there have been considered the possibilities of attracting cisterns of the Polish Dets company, with adjustable track width, changing the bogies (Mostiska-2, Kovel); repouring cargo to other cisterns on the Polish territory (Slavkuv). The project was suggested as an alternative route to carry oil to the Polish refineries (in particular for the period of the Brody-Plotsk pipeline construction). Besides, the route of oil delivery to the Romanian and Bulgarian refineries (owned by the Russian oil company LUKoil) also passes via Brody, with the bogies changed in Vadul-Siret (Romania). According to the Ukrainian party, the route loading potential is up to 0.5 mln.t. per month. But sea transportation of Russian oil via Novorossiysk appeared a realistic alternative to the both routes.
To Europe like the wind : in carriages
The Ukraine's Ministry of Transport set maximal discounts (50%) on handling containers due to be carried by piggyback trains. Thus it is promoting its 2003 transport hits - piggyback trains "Yaroslav" - Kiev-Slavkuv (Poland) launched in April 2003 and "Viking" - Ilyichevsk/Odessa-Klaipeda (Lithuania) launched in February 2003. "Yaroslav" transit time is 39 hours, "Viking" - 2 days. To compare: it takes road carriers 4 days to cross the Ukraine and the Odessa-Klaipeda route may take up to 10 days.
In the first year of the both routes operation the result was: for "Viking" - 257 trains, 534 containers; "Yaroslav" - 1.3 th. trains. There was no growth in the first half of the past year: "Viking" - 86 trains and 356 containers; "Yaroslav" - 621 trains.
According to the Lithuanian Transport and Communications Minister Valerius Ponomarevs, the "Viking" project originally was not elaborated from the commercial point of view, which resulted in its slow promotion on the market. At the same time the "Yaroslav" relative success the Lithuanian side ascribes to the obstacles on the Ukrainian-Polish border. "Apparently, the Yaroslav's success is due to the formalities by crossing the border, where road carriers lose up to 3 days. Probably the problems with customs-frontier procedures are not as significant on our borders to play a similar role", - commented Victoras Harlashkinas manager of KLASCO, the Lithuanian "Viking" operator.
According to the Ukrainian experts, the economic efficiency of the piggyback route is secured by the tariff of about $1200 per transportation circle for road carriers and by the rate of $950/TEU for the railway. The rates of the routes "Yaroslav" and "Viking" cut by half against the profitability level ($290/TEU and $400/TEU respectively) attributed to the routes attractiveness. But to stimulate the customers' interest the routes organizers have to meet a number of additional conditions: resolving rolling stock shortage (according to the Ukrainian freight forwarders the fitting platforms deficit was now aggravated by their poor quality repairs resulting in failures to meet the delivery terms); providing the speed on the route of about 1 th. km. per day; strict adherence to the schedule; carrying out customs procedures during the handling operations. The latter, at least, does not depend on the railway operators.
"Viking" will connect not only our countries, but our hearts", - declared on the train launch ceremony the councilor to the Lithuanian ambassador's in the Ukraine Mr Kostyatus Stankyavichus, overlooking the main link - cargo flows. "Viking" operators estimated the term of reaching profitability as 2 years. Their optimism was not shared by the Ukrainian freight forwarders, foretelling the route would share the doom of the "Baltica" train (Ilyichevsk/Odessa-Gdansk/Gdynya). The latter's false start in 2001 was due to difference in track width, lack of loading and low interest of the Polish party in the project.
In case of "Viking" there is interest on both sides: the Ukrainian party already ships export (foodstuffs, timber products, salted skins); the Lithuanian - transit (Norwegian and Icelandic frozen fish products). The Lithuanian project participants count on supply of export and Scandinavian transit (container cargoes, including consumer goods, foodstuffs, fish products) via Ukraine to Georgia, Armenia, Azerbajan, and Turkey. There are attempts to attract Turkish reverse transit.
The Georgian and Moldavian producers are interested in carrying to Lithuania excise products (wine products, tobacco and confectionery). As at present there is no permission to carry excise cargoes by the "Viking" train, the Lithuanian party initiated its development on the international level. The "Viking" project management's appeal forwarded to the corresponding departments in Ukraine, Belorussia, Lithuania contains an offer to open on the route posts to pass excise cargoes and provide for the corresponding control procedures.
The prospects of the "Yaroslav" project are connected with the growth of the Ukrainian cars flow towards Poland, Slovakia, Czechia, the volume of which is estimated to be about 2 mln.t. (USD1.9 bln.).
Nevertheless, the total share of piggyback cargoes carried via the Ukraine has not so far exceeded 0.1% of the country's international turnover (with the annual volume of some USD35 mln.). Taking into account the import volume being twice as big as the export one, the prospects of piggyback trains loading appear even more problematic. The export-import disproportion in piggyback transportation is even greater - about 4%/96%.
Up to one third of the Ukraine's international trade cargo are carried by sea transport, but only one of the two piggyback trains - "Viking" - is formed in a seaport. "We considered the possibility of using "Yaroslav" to deliver sea cargo from the Odessa port in the Polish direction. The tariffs are quite attractive, but the problem is lack of coordinated railway cargoes delivery on the Odessa-Kiev section. Our appeals remained unanswered", - commented the situation Vyacheslav Borovsky, director of Polaris freight forwarding company.
The FORMAG freight forwarding company, an initiator of the first block trains in independent Ukraine (Odessa-Moscow), have their own view on the Ukraine's piggyback transportation. According to the company's deputy director Andrey Malyshkin, the attempt to connect the Europe's seaports by piggyback trains ("Viking" project) is doomed to failure, as the major potential cargo flow - the containers - is secured by sea carriers. "The latter, being normally also the container stock owners, will hardly agree to share profits with the railway", - summed up Mr Malyshkin. The idea of "Viking" in fact repeats the project of transcontinental transportations between the ports of American Atlantic and Pacific coasts. But the efficiency of the American routes is due to the continent's meridional extension, while Europe can be easily doubled by sea without problems with domestic customs.
The projects like "Yaroslav", oriented insides the continent, don't have this demerit, but they have another one: the route is cut from the sea containers and motor-cars flow. While "Viking" is more promising in terms of sea cargo delivery to Belorussia. This viewpoint is partially shared by KLASCO that has noted the fact of shipping via the Odessa port to Kolyadichi 40-feet containers with Turkish spare parts destined to the Byelorussia TV plant "Rubin". From the Lithuanian part there have so far been no shipments to Belorussia, though there have been shipments from Klaipeda to Kiev (foodstuffs, consumer goods). At the same time KLASCO stated shipments Klaipeda-Ilyichevsk, Klaipeda-Georgia via Ilyichevsk, which goes contrary to the views of Ukrainian freight forwarders as to the dry route between ports inefficiency.
Another proof of the promising nature of intracontinental piggyback delivery lies in the fact that Lithuanian, Ukrainian and Byelorussia railway administrations have formed rates of the "Viking" train for transit and export/import cargoes delivery to the route's intermediary stations: Poneryai in Lithuania (near Vilnyus) and Draugiste and Klaipeda near the Klaipeda port; in Belorussia - Kolyadichi (near Minsk); in Ukraine - Liski (near Kiev) and two port stations (Ilyichevsk and Odessa). The aim is to add attractiveness of the "Viking" route for the domestic importers and exporters.
Lots of plans
The Ministry of Transport declared it is developing a number of new routes for international piggyback transportation. There have been discussed with international partners such routes as Ukraine-Hungary-Austria, Ukraine-Germany (the latter with the use of the Frankfurt logistics hub). The negotiations were to be completed by 2004 to start in 2005 creating the network of transnational piggyback routes. By that time it was planned to produce an additional stock of 80 fitting platforms. At the moment the plans remain unrealized.
As to the Ukraine's avowed interest in transit, the Ukrainian freight forwarders have their own opinion on the matter. In their estimation the Ukrainian customs services, being financially uninterested in registering transit bring the carriers efforts on creating favourable tariff and technical conditions to attract transit to naught. The result is dropping transit volumes, which process started in 2003 and aggravated in 2004.
Against this background the Ministry of Transport's attempts to bring piggyback routes to the Western Europe appears to be merely administrative ambitions turned into political declarations. Till now the ministerial plans were more modest: there was being developed a program of promoting piggyback transportation to the neighbours - Poland, Czechia, Slovakia. The goals were more practical: overcoming the shortage of international, first of all Polish permits for road transporation; cutting the transit time by road transportation via Ukraine. But even then the Ministry's intentions revealed themselves in the financing of only the design phase up to 2010 (100 th. hryvnas or some USD20 th.) provided for in the Complex Program of Securing Ukraine as a Transit State. No further financing was provided for.
For justice' sake it needs to be noted that the lower levels of the Ukraine's transport complex also were involved in the piggyback "policy". Thus Ukrferry - the only Ukrainian sea rail-ferry carrier (lines to Bulgaria, Georgia, Turkey) declared its plans to prolong the piggyback line Klaipeda - Ilyichevsk to the Turkish port Derindge, which became possible after completing the ferry bridge to roll on cars. But there are almost no automobile cargo on the route Turkey - Lithuania (in particular entering Europe).
It is characteristic that the matter of the Ukrainian combined transportation cargo basis analysis remains unsettled. If Europe's expansion of the piggyback trains network is a reaction on highways overloading, Ukraine is far from this situation in both cargo turnover and roads network development. On the European transit market Ukraine is lagging behind in both the water sector (the cost of by the Ukrainian Danube Shipping Company lost its cargo flow, which got reoriented to the river and land carriers of the Upper Danube, which cost it USD500 mln.), and in the railway one (Russian and Kazakh transit got redirected to sea lines). One should not delude oneself with the notorious "transit potential" of the Ukraine, as the world sea carriers, being at the same time the representatives of the largest producers, are not going to deprive themselves of cargo in favour of the railway competitor. The raw materials transit component are beyond the piggyback trains interests: metal roll cannot be loaded on platforms, while containers have been carried in gondolas, which is registered in the national history of freight transportation.
Vladimir Katkevich
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Ukraine's transit potential, the traditional argument of a state in its pretentious pursuit of a decent place on the world freight transportation market, is at this point as incontestable, as underrealized. At the same time the Ukraine's trade with the CIS states constitutes today 26% of its total international trade turnover (in 2004), while the share of the EU is over 35% of this volume, the fact signifying the importance of the western sector for the Ukraine's transport interests. Naturally, eliminating discrepancies between declarations and the reality is a long process, but its success is the prerequisite for Ukraine to realize its ambitions in respect to gradual integration into the European railway transportation market.
The development of international trade activity in the sphere of freight transportation was a priority of the Ukraine's Railway since the country's independence. Its significance can be judged by the fact that the "diplomatic railway department" - Ukrzaliznytsya's External Relations Department - was founded among the first administrative bodies, that emerged at the same time as the State Administration of Railway Transport (Ukrzaliznytsya) itself.
Ukraine has 14 border crossing posts with its Western neighbours, in particular 6 with Poland, 4 with Romania, 2 with Slovakia and Hungary each. The mentioned posts pass 33% of transit, 25% of export and 10% of import Ukraine's railway cargo flows.
Ukraine's main railway gate to Europe is the Lvov Railway (11% of the Ukrzaliznytsya total cargo turnover), being part of five international transport corridors: No 3 - Poland - Ukraine - Russia (via the western Ukrainian crossing post Mostiska-2); No 5 - Hungary - Ukraine - Russia - China (via Chop); No 7 - Baltic sea - Black sea (via Mostiska-2); No10 - TRASECA - "Europe - Caucasus - Asia" (via Yagodin). In 2003 the western railway crossing posts throughput constituted 35.4 mln.t. (export), 3.7 mln.t. (import), which is significantly above the previous year's level. In particular there increased the volumes of export to Romania, Poland, Slovakia, Hungary; import from Poland, Romania, Slovakia.
Priority - "Euroneighbours"
The potential competitive advantage of the Ukraine's railway over the traditional sea route to Europe lies in the fact that the railway haul Romania-Poland (via Slovakia and Ukraine) is significantly shorter than the sea one. This route marked at the Ukrzaliznytsya projects as North-South-North has been recognized as the best and economically most justified by the participants of the international conference of Ukrainian, Slovak, Polish and Romanian railway administrations (Lvov, April 2004). This very route was selected by Ukrzaliznytsya as the priority task in terms of technical development. The reason lies in the presence of the 112-kilometer long Chop-Dyakovo section of the Lvov Railway with European track of 1435 mm. The recent few years were marked by increased transit cargo flow along this section: on the Poland-Romania trade - 7.8-fold against the peak turnover of 1996; on Romania-Poland trade - 6.8-fold; on Slovakia-Romania trade - 3-fold; Romania-Slovakia - 1.4-fold. In 2003 the section's turnover reached 0.631 mln.t. (+77% against the previous year); the growth in 2004 constituted about 20%. If in 1996 there were two states taking part in transportation over this section, today there are thirteen. The basic cargo flows are those of ferrous metals, timber, coke, paper, sugar, foodstuffs, household equipment and electrical gadgets, construction materials.
At the same time the route is loaded only by some 50%. "I am worried that the Polish Railway is reluctant to use the North-South-North route, which is the best to carry cargoes from Poland to Romania and Bulgaria and back. In the nearest future we intend to increase the coal volume", declared at the Lvov conference the Polish Railway general representative in the Ukraine Anjey Tokarsky. According to the Slovak Railway general representative in the Ukraine Pavel Stetulich, it is necessary to settle a number of tariff problems. In particular, it would be expedient for the Polish and Bulgarian parties to join the Slovak-Ukrainian-Romanian tariff freight price list valid on the route since May 2004.
The mentioned North-South-North project was advanced by Ukrzaliznytsya in addition to the project of the Odessa-Gdansk (Baltic sea - Black sea) railway route development, which is complicated by the necessity to transship cargoes to/from carriages with different gauge. To resolve the problem on the Motiska-2 station there was implemented the first in the Ukraine system of automatic track width change (on the slow move, without stopping the train). The Polish system SUW2000 that cost EUR55.65 th. allowed to cut the lay-up to half an hour (-87%). Nevertheless, despite the plans to attract container cargoes to the Odessa-Gdansk route declared by Ukrzaliznytsya, no progress can be seen so far. At present the Ukraine-Poland cargo turnover consists largely of bulk cargoes in the amount of 12 mln.t. per annum: export includes ore (Ukrainian export and Russian transit) destined for the Polish and Check metallurgical plants, import - coal and oil coke (Polish export).
In early 2004 the Ukrainian Ministry of Transport suggested a project of oil railway transportation along the route Brody-Gdansk (using the Ukrtransneft's center of cisterns preparation and the reservoir of 75 th.cub.m. capacity at the Brody station). The route is some 900 km long, of which distance only 14% lies along the Ukraine's territory. To resolve the problem of different track widths there have been considered the possibilities of attracting cisterns of the Polish Dets company, with adjustable track width, changing the bogies (Mostiska-2, Kovel); repouring cargo to other cisterns on the Polish territory (Slavkuv). The project was suggested as an alternative route to carry oil to the Polish refineries (in particular for the period of the Brody-Plotsk pipeline construction). Besides, the route of oil delivery to the Romanian and Bulgarian refineries (owned by the Russian oil company LUKoil) also passes via Brody, with the bogies changed in Vadul-Siret (Romania). According to the Ukrainian party, the route loading potential is up to 0.5 mln.t. per month. But sea transportation of Russian oil via Novorossiysk appeared a realistic alternative to the both routes.
To Europe like the wind : in carriages
The Ukraine's Ministry of Transport set maximal discounts (50%) on handling containers due to be carried by piggyback trains. Thus it is promoting its 2003 transport hits - piggyback trains "Yaroslav" - Kiev-Slavkuv (Poland) launched in April 2003 and "Viking" - Ilyichevsk/Odessa-Klaipeda (Lithuania) launched in February 2003. "Yaroslav" transit time is 39 hours, "Viking" - 2 days. To compare: it takes road carriers 4 days to cross the Ukraine and the Odessa-Klaipeda route may take up to 10 days.
In the first year of the both routes operation the result was: for "Viking" - 257 trains, 534 containers; "Yaroslav" - 1.3 th. trains. There was no growth in the first half of the past year: "Viking" - 86 trains and 356 containers; "Yaroslav" - 621 trains.
According to the Lithuanian Transport and Communications Minister Valerius Ponomarevs, the "Viking" project originally was not elaborated from the commercial point of view, which resulted in its slow promotion on the market. At the same time the "Yaroslav" relative success the Lithuanian side ascribes to the obstacles on the Ukrainian-Polish border. "Apparently, the Yaroslav's success is due to the formalities by crossing the border, where road carriers lose up to 3 days. Probably the problems with customs-frontier procedures are not as significant on our borders to play a similar role", - commented Victoras Harlashkinas manager of KLASCO, the Lithuanian "Viking" operator.
According to the Ukrainian experts, the economic efficiency of the piggyback route is secured by the tariff of about $1200 per transportation circle for road carriers and by the rate of $950/TEU for the railway. The rates of the routes "Yaroslav" and "Viking" cut by half against the profitability level ($290/TEU and $400/TEU respectively) attributed to the routes attractiveness. But to stimulate the customers' interest the routes organizers have to meet a number of additional conditions: resolving rolling stock shortage (according to the Ukrainian freight forwarders the fitting platforms deficit was now aggravated by their poor quality repairs resulting in failures to meet the delivery terms); providing the speed on the route of about 1 th. km. per day; strict adherence to the schedule; carrying out customs procedures during the handling operations. The latter, at least, does not depend on the railway operators.
"Viking" will connect not only our countries, but our hearts", - declared on the train launch ceremony the councilor to the Lithuanian ambassador's in the Ukraine Mr Kostyatus Stankyavichus, overlooking the main link - cargo flows. "Viking" operators estimated the term of reaching profitability as 2 years. Their optimism was not shared by the Ukrainian freight forwarders, foretelling the route would share the doom of the "Baltica" train (Ilyichevsk/Odessa-Gdansk/Gdynya). The latter's false start in 2001 was due to difference in track width, lack of loading and low interest of the Polish party in the project.
In case of "Viking" there is interest on both sides: the Ukrainian party already ships export (foodstuffs, timber products, salted skins); the Lithuanian - transit (Norwegian and Icelandic frozen fish products). The Lithuanian project participants count on supply of export and Scandinavian transit (container cargoes, including consumer goods, foodstuffs, fish products) via Ukraine to Georgia, Armenia, Azerbajan, and Turkey. There are attempts to attract Turkish reverse transit.
The Georgian and Moldavian producers are interested in carrying to Lithuania excise products (wine products, tobacco and confectionery). As at present there is no permission to carry excise cargoes by the "Viking" train, the Lithuanian party initiated its development on the international level. The "Viking" project management's appeal forwarded to the corresponding departments in Ukraine, Belorussia, Lithuania contains an offer to open on the route posts to pass excise cargoes and provide for the corresponding control procedures.
The prospects of the "Yaroslav" project are connected with the growth of the Ukrainian cars flow towards Poland, Slovakia, Czechia, the volume of which is estimated to be about 2 mln.t. (USD1.9 bln.).
Nevertheless, the total share of piggyback cargoes carried via the Ukraine has not so far exceeded 0.1% of the country's international turnover (with the annual volume of some USD35 mln.). Taking into account the import volume being twice as big as the export one, the prospects of piggyback trains loading appear even more problematic. The export-import disproportion in piggyback transportation is even greater - about 4%/96%.
Up to one third of the Ukraine's international trade cargo are carried by sea transport, but only one of the two piggyback trains - "Viking" - is formed in a seaport. "We considered the possibility of using "Yaroslav" to deliver sea cargo from the Odessa port in the Polish direction. The tariffs are quite attractive, but the problem is lack of coordinated railway cargoes delivery on the Odessa-Kiev section. Our appeals remained unanswered", - commented the situation Vyacheslav Borovsky, director of Polaris freight forwarding company.
The FORMAG freight forwarding company, an initiator of the first block trains in independent Ukraine (Odessa-Moscow), have their own view on the Ukraine's piggyback transportation. According to the company's deputy director Andrey Malyshkin, the attempt to connect the Europe's seaports by piggyback trains ("Viking" project) is doomed to failure, as the major potential cargo flow - the containers - is secured by sea carriers. "The latter, being normally also the container stock owners, will hardly agree to share profits with the railway", - summed up Mr Malyshkin. The idea of "Viking" in fact repeats the project of transcontinental transportations between the ports of American Atlantic and Pacific coasts. But the efficiency of the American routes is due to the continent's meridional extension, while Europe can be easily doubled by sea without problems with domestic customs.
The projects like "Yaroslav", oriented insides the continent, don't have this demerit, but they have another one: the route is cut from the sea containers and motor-cars flow. While "Viking" is more promising in terms of sea cargo delivery to Belorussia. This viewpoint is partially shared by KLASCO that has noted the fact of shipping via the Odessa port to Kolyadichi 40-feet containers with Turkish spare parts destined to the Byelorussia TV plant "Rubin". From the Lithuanian part there have so far been no shipments to Belorussia, though there have been shipments from Klaipeda to Kiev (foodstuffs, consumer goods). At the same time KLASCO stated shipments Klaipeda-Ilyichevsk, Klaipeda-Georgia via Ilyichevsk, which goes contrary to the views of Ukrainian freight forwarders as to the dry route between ports inefficiency.
Another proof of the promising nature of intracontinental piggyback delivery lies in the fact that Lithuanian, Ukrainian and Byelorussia railway administrations have formed rates of the "Viking" train for transit and export/import cargoes delivery to the route's intermediary stations: Poneryai in Lithuania (near Vilnyus) and Draugiste and Klaipeda near the Klaipeda port; in Belorussia - Kolyadichi (near Minsk); in Ukraine - Liski (near Kiev) and two port stations (Ilyichevsk and Odessa). The aim is to add attractiveness of the "Viking" route for the domestic importers and exporters.
Lots of plans
The Ministry of Transport declared it is developing a number of new routes for international piggyback transportation. There have been discussed with international partners such routes as Ukraine-Hungary-Austria, Ukraine-Germany (the latter with the use of the Frankfurt logistics hub). The negotiations were to be completed by 2004 to start in 2005 creating the network of transnational piggyback routes. By that time it was planned to produce an additional stock of 80 fitting platforms. At the moment the plans remain unrealized.
As to the Ukraine's avowed interest in transit, the Ukrainian freight forwarders have their own opinion on the matter. In their estimation the Ukrainian customs services, being financially uninterested in registering transit bring the carriers efforts on creating favourable tariff and technical conditions to attract transit to naught. The result is dropping transit volumes, which process started in 2003 and aggravated in 2004.
Against this background the Ministry of Transport's attempts to bring piggyback routes to the Western Europe appears to be merely administrative ambitions turned into political declarations. Till now the ministerial plans were more modest: there was being developed a program of promoting piggyback transportation to the neighbours - Poland, Czechia, Slovakia. The goals were more practical: overcoming the shortage of international, first of all Polish permits for road transporation; cutting the transit time by road transportation via Ukraine. But even then the Ministry's intentions revealed themselves in the financing of only the design phase up to 2010 (100 th. hryvnas or some USD20 th.) provided for in the Complex Program of Securing Ukraine as a Transit State. No further financing was provided for.
For justice' sake it needs to be noted that the lower levels of the Ukraine's transport complex also were involved in the piggyback "policy". Thus Ukrferry - the only Ukrainian sea rail-ferry carrier (lines to Bulgaria, Georgia, Turkey) declared its plans to prolong the piggyback line Klaipeda - Ilyichevsk to the Turkish port Derindge, which became possible after completing the ferry bridge to roll on cars. But there are almost no automobile cargo on the route Turkey - Lithuania (in particular entering Europe).
It is characteristic that the matter of the Ukrainian combined transportation cargo basis analysis remains unsettled. If Europe's expansion of the piggyback trains network is a reaction on highways overloading, Ukraine is far from this situation in both cargo turnover and roads network development. On the European transit market Ukraine is lagging behind in both the water sector (the cost of by the Ukrainian Danube Shipping Company lost its cargo flow, which got reoriented to the river and land carriers of the Upper Danube, which cost it USD500 mln.), and in the railway one (Russian and Kazakh transit got redirected to sea lines). One should not delude oneself with the notorious "transit potential" of the Ukraine, as the world sea carriers, being at the same time the representatives of the largest producers, are not going to deprive themselves of cargo in favour of the railway competitor. The raw materials transit component are beyond the piggyback trains interests: metal roll cannot be loaded on platforms, while containers have been carried in gondolas, which is registered in the national history of freight transportation.
Vladimir Katkevich
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Ukraine's transit potential, the traditional argument of a state in its pretentious pursuit of a decent place on the world freight transportation market, is at this point as incontestable, as underrealized. At the same time the Ukraine's trade with the CIS states constitutes today 26% of its total international trade turnover (in 2004), while the share of the EU is over 35% of this volume, the fact signifying the importance of the western sector for the Ukraine's transport interests. Naturally, eliminating discrepancies between declarations and the reality is a long process, but its success is the prerequisite for Ukraine to realize its ambitions in respect to gradual integration into the European railway transportation market.
The development of international trade activity in the sphere of freight transportation was a priority of the Ukraine's Railway since the country's independence. Its significance can be judged by the fact that the "diplomatic railway department" - Ukrzaliznytsya's External Relations Department - was founded among the first administrative bodies, that emerged at the same time as the State Administration of Railway Transport (Ukrzaliznytsya) itself.
Ukraine has 14 border crossing posts with its Western neighbours, in particular 6 with Poland, 4 with Romania, 2 with Slovakia and Hungary each. The mentioned posts pass 33% of transit, 25% of export and 10% of import Ukraine's railway cargo flows.
Ukraine's main railway gate to Europe is the Lvov Railway (11% of the Ukrzaliznytsya total cargo turnover), being part of five international transport corridors: No 3 - Poland - Ukraine - Russia (via the western Ukrainian crossing post Mostiska-2); No 5 - Hungary - Ukraine - Russia - China (via Chop); No 7 - Baltic sea - Black sea (via Mostiska-2); No10 - TRASECA - "Europe - Caucasus - Asia" (via Yagodin). In 2003 the western railway crossing posts throughput constituted 35.4 mln.t. (export), 3.7 mln.t. (import), which is significantly above the previous year's level. In particular there increased the volumes of export to Romania, Poland, Slovakia, Hungary; import from Poland, Romania, Slovakia.
Priority - "Euroneighbours"
The potential competitive advantage of the Ukraine's railway over the traditional sea route to Europe lies in the fact that the railway haul Romania-Poland (via Slovakia and Ukraine) is significantly shorter than the sea one. This route marked at the Ukrzaliznytsya projects as North-South-North has been recognized as the best and economically most justified by the participants of the international conference of Ukrainian, Slovak, Polish and Romanian railway administrations (Lvov, April 2004). This very route was selected by Ukrzaliznytsya as the priority task in terms of technical development. The reason lies in the presence of the 112-kilometer long Chop-Dyakovo section of the Lvov Railway with European track of 1435 mm. The recent few years were marked by increased transit cargo flow along this section: on the Poland-Romania trade - 7.8-fold against the peak turnover of 1996; on Romania-Poland trade - 6.8-fold; on Slovakia-Romania trade - 3-fold; Romania-Slovakia - 1.4-fold. In 2003 the section's turnover reached 0.631 mln.t. (+77% against the previous year); the growth in 2004 constituted about 20%. If in 1996 there were two states taking part in transportation over this section, today there are thirteen. The basic cargo flows are those of ferrous metals, timber, coke, paper, sugar, foodstuffs, household equipment and electrical gadgets, construction materials.
At the same time the route is loaded only by some 50%. "I am worried that the Polish Railway is reluctant to use the North-South-North route, which is the best to carry cargoes from Poland to Romania and Bulgaria and back. In the nearest future we intend to increase the coal volume", declared at the Lvov conference the Polish Railway general representative in the Ukraine Anjey Tokarsky. According to the Slovak Railway general representative in the Ukraine Pavel Stetulich, it is necessary to settle a number of tariff problems. In particular, it would be expedient for the Polish and Bulgarian parties to join the Slovak-Ukrainian-Romanian tariff freight price list valid on the route since May 2004.
The mentioned North-South-North project was advanced by Ukrzaliznytsya in addition to the project of the Odessa-Gdansk (Baltic sea - Black sea) railway route development, which is complicated by the necessity to transship cargoes to/from carriages with different gauge. To resolve the problem on the Motiska-2 station there was implemented the first in the Ukraine system of automatic track width change (on the slow move, without stopping the train). The Polish system SUW2000 that cost EUR55.65 th. allowed to cut the lay-up to half an hour (-87%). Nevertheless, despite the plans to attract container cargoes to the Odessa-Gdansk route declared by Ukrzaliznytsya, no progress can be seen so far. At present the Ukraine-Poland cargo turnover consists largely of bulk cargoes in the amount of 12 mln.t. per annum: export includes ore (Ukrainian export and Russian transit) destined for the Polish and Check metallurgical plants, import - coal and oil coke (Polish export).
In early 2004 the Ukrainian Ministry of Transport suggested a project of oil railway transportation along the route Brody-Gdansk (using the Ukrtransneft's center of cisterns preparation and the reservoir of 75 th.cub.m. capacity at the Brody station). The route is some 900 km long, of which distance only 14% lies along the Ukraine's territory. To resolve the problem of different track widths there have been considered the possibilities of attracting cisterns of the Polish Dets company, with adjustable track width, changing the bogies (Mostiska-2, Kovel); repouring cargo to other cisterns on the Polish territory (Slavkuv). The project was suggested as an alternative route to carry oil to the Polish refineries (in particular for the period of the Brody-Plotsk pipeline construction). Besides, the route of oil delivery to the Romanian and Bulgarian refineries (owned by the Russian oil company LUKoil) also passes via Brody, with the bogies changed in Vadul-Siret (Romania). According to the Ukrainian party, the route loading potential is up to 0.5 mln.t. per month. But sea transportation of Russian oil via Novorossiysk appeared a realistic alternative to the both routes.
To Europe like the wind : in carriages
The Ukraine's Ministry of Transport set maximal discounts (50%) on handling containers due to be carried by piggyback trains. Thus it is promoting its 2003 transport hits - piggyback trains "Yaroslav" - Kiev-Slavkuv (Poland) launched in April 2003 and "Viking" - Ilyichevsk/Odessa-Klaipeda (Lithuania) launched in February 2003. "Yaroslav" transit time is 39 hours, "Viking" - 2 days. To compare: it takes road carriers 4 days to cross the Ukraine and the Odessa-Klaipeda route may take up to 10 days.
In the first year of the both routes operation the result was: for "Viking" - 257 trains, 534 containers; "Yaroslav" - 1.3 th. trains. There was no growth in the first half of the past year: "Viking" - 86 trains and 356 containers; "Yaroslav" - 621 trains.
According to the Lithuanian Transport and Communications Minister Valerius Ponomarevs, the "Viking" project originally was not elaborated from the commercial point of view, which resulted in its slow promotion on the market. At the same time the "Yaroslav" relative success the Lithuanian side ascribes to the obstacles on the Ukrainian-Polish border. "Apparently, the Yaroslav's success is due to the formalities by crossing the border, where road carriers lose up to 3 days. Probably the problems with customs-frontier procedures are not as significant on our borders to play a similar role", - commented Victoras Harlashkinas manager of KLASCO, the Lithuanian "Viking" operator.
According to the Ukrainian experts, the economic efficiency of the piggyback route is secured by the tariff of about $1200 per transportation circle for road carriers and by the rate of $950/TEU for the railway. The rates of the routes "Yaroslav" and "Viking" cut by half against the profitability level ($290/TEU and $400/TEU respectively) attributed to the routes attractiveness. But to stimulate the customers' interest the routes organizers have to meet a number of additional conditions: resolving rolling stock shortage (according to the Ukrainian freight forwarders the fitting platforms deficit was now aggravated by their poor quality repairs resulting in failures to meet the delivery terms); providing the speed on the route of about 1 th. km. per day; strict adherence to the schedule; carrying out customs procedures during the handling operations. The latter, at least, does not depend on the railway operators.
"Viking" will connect not only our countries, but our hearts", - declared on the train launch ceremony the councilor to the Lithuanian ambassador's in the Ukraine Mr Kostyatus Stankyavichus, overlooking the main link - cargo flows. "Viking" operators estimated the term of reaching profitability as 2 years. Their optimism was not shared by the Ukrainian freight forwarders, foretelling the route would share the doom of the "Baltica" train (Ilyichevsk/Odessa-Gdansk/Gdynya). The latter's false start in 2001 was due to difference in track width, lack of loading and low interest of the Polish party in the project.
In case of "Viking" there is interest on both sides: the Ukrainian party already ships export (foodstuffs, timber products, salted skins); the Lithuanian - transit (Norwegian and Icelandic frozen fish products). The Lithuanian project participants count on supply of export and Scandinavian transit (container cargoes, including consumer goods, foodstuffs, fish products) via Ukraine to Georgia, Armenia, Azerbajan, and Turkey. There are attempts to attract Turkish reverse transit.
The Georgian and Moldavian producers are interested in carrying to Lithuania excise products (wine products, tobacco and confectionery). As at present there is no permission to carry excise cargoes by the "Viking" train, the Lithuanian party initiated its development on the international level. The "Viking" project management's appeal forwarded to the corresponding departments in Ukraine, Belorussia, Lithuania contains an offer to open on the route posts to pass excise cargoes and provide for the corresponding control procedures.
The prospects of the "Yaroslav" project are connected with the growth of the Ukrainian cars flow towards Poland, Slovakia, Czechia, the volume of which is estimated to be about 2 mln.t. (USD1.9 bln.).
Nevertheless, the total share of piggyback cargoes carried via the Ukraine has not so far exceeded 0.1% of the country's international turnover (with the annual volume of some USD35 mln.). Taking into account the import volume being twice as big as the export one, the prospects of piggyback trains loading appear even more problematic. The export-import disproportion in piggyback transportation is even greater - about 4%/96%.
Up to one third of the Ukraine's international trade cargo are carried by sea transport, but only one of the two piggyback trains - "Viking" - is formed in a seaport. "We considered the possibility of using "Yaroslav" to deliver sea cargo from the Odessa port in the Polish direction. The tariffs are quite attractive, but the problem is lack of coordinated railway cargoes delivery on the Odessa-Kiev section. Our appeals remained unanswered", - commented the situation Vyacheslav Borovsky, director of Polaris freight forwarding company.
The FORMAG freight forwarding company, an initiator of the first block trains in independent Ukraine (Odessa-Moscow), have their own view on the Ukraine's piggyback transportation. According to the company's deputy director Andrey Malyshkin, the attempt to connect the Europe's seaports by piggyback trains ("Viking" project) is doomed to failure, as the major potential cargo flow - the containers - is secured by sea carriers. "The latter, being normally also the container stock owners, will hardly agree to share profits with the railway", - summed up Mr Malyshkin. The idea of "Viking" in fact repeats the project of transcontinental transportations between the ports of American Atlantic and Pacific coasts. But the efficiency of the American routes is due to the continent's meridional extension, while Europe can be easily doubled by sea without problems with domestic customs.
The projects like "Yaroslav", oriented insides the continent, don't have this demerit, but they have another one: the route is cut from the sea containers and motor-cars flow. While "Viking" is more promising in terms of sea cargo delivery to Belorussia. This viewpoint is partially shared by KLASCO that has noted the fact of shipping via the Odessa port to Kolyadichi 40-feet containers with Turkish spare parts destined to the Byelorussia TV plant "Rubin". From the Lithuanian part there have so far been no shipments to Belorussia, though there have been shipments from Klaipeda to Kiev (foodstuffs, consumer goods). At the same time KLASCO stated shipments Klaipeda-Ilyichevsk, Klaipeda-Georgia via Ilyichevsk, which goes contrary to the views of Ukrainian freight forwarders as to the dry route between ports inefficiency.
Another proof of the promising nature of intracontinental piggyback delivery lies in the fact that Lithuanian, Ukrainian and Byelorussia railway administrations have formed rates of the "Viking" train for transit and export/import cargoes delivery to the route's intermediary stations: Poneryai in Lithuania (near Vilnyus) and Draugiste and Klaipeda near the Klaipeda port; in Belorussia - Kolyadichi (near Minsk); in Ukraine - Liski (near Kiev) and two port stations (Ilyichevsk and Odessa). The aim is to add attractiveness of the "Viking" route for the domestic importers and exporters.
Lots of plans
The Ministry of Transport declared it is developing a number of new routes for international piggyback transportation. There have been discussed with international partners such routes as Ukraine-Hungary-Austria, Ukraine-Germany (the latter with the use of the Frankfurt logistics hub). The negotiations were to be completed by 2004 to start in 2005 creating the network of transnational piggyback routes. By that time it was planned to produce an additional stock of 80 fitting platforms. At the moment the plans remain unrealized.
As to the Ukraine's avowed interest in transit, the Ukrainian freight forwarders have their own opinion on the matter. In their estimation the Ukrainian customs services, being financially uninterested in registering transit bring the carriers efforts on creating favourable tariff and technical conditions to attract transit to naught. The result is dropping transit volumes, which process started in 2003 and aggravated in 2004.
Against this background the Ministry of Transport's attempts to bring piggyback routes to the Western Europe appears to be merely administrative ambitions turned into political declarations. Till now the ministerial plans were more modest: there was being developed a program of promoting piggyback transportation to the neighbours - Poland, Czechia, Slovakia. The goals were more practical: overcoming the shortage of international, first of all Polish permits for road transporation; cutting the transit time by road transportation via Ukraine. But even then the Ministry's intentions revealed themselves in the financing of only the design phase up to 2010 (100 th. hryvnas or some USD20 th.) provided for in the Complex Program of Securing Ukraine as a Transit State. No further financing was provided for.
For justice' sake it needs to be noted that the lower levels of the Ukraine's transport complex also were involved in the piggyback "policy". Thus Ukrferry - the only Ukrainian sea rail-ferry carrier (lines to Bulgaria, Georgia, Turkey) declared its plans to prolong the piggyback line Klaipeda - Ilyichevsk to the Turkish port Derindge, which became possible after completing the ferry bridge to roll on cars. But there are almost no automobile cargo on the route Turkey - Lithuania (in particular entering Europe).
It is characteristic that the matter of the Ukrainian combined transportation cargo basis analysis remains unsettled. If Europe's expansion of the piggyback trains network is a reaction on highways overloading, Ukraine is far from this situation in both cargo turnover and roads network development. On the European transit market Ukraine is lagging behind in both the water sector (the cost of by the Ukrainian Danube Shipping Company lost its cargo flow, which got reoriented to the river and land carriers of the Upper Danube, which cost it USD500 mln.), and in the railway one (Russian and Kazakh transit got redirected to sea lines). One should not delude oneself with the notorious "transit potential" of the Ukraine, as the world sea carriers, being at the same time the representatives of the largest producers, are not going to deprive themselves of cargo in favour of the railway competitor. The raw materials transit component are beyond the piggyback trains interests: metal roll cannot be loaded on platforms, while containers have been carried in gondolas, which is registered in the national history of freight transportation.
Vladimir Katkevich
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[DETAIL_TEXT] => Finnland has been one of the key partners of Russian Railways. What has changed after the start of the reform and what joint projects - the situation is commented by Director of VR Cargo Freight Traffic Department Ilkka Seppaenen.
- Comment on the results of VR and RZD cooperation in 2004? Could they be considered satisfactory?
- Export and import volumes in the Finnish-Russian rail traffic have decreased during the period of January-December by 15.8%, which is 2,3 million tones compared to the volumes in 2003. The most considerable drop can be noticed in the transportation of chemical products by 43% year-on-year. One of the main reason for such a development is Russia's policy which is to support its own ports by admitting them lower transportation tariffs according to which it can be up to 3-4 times cheaper to transport goods via Russia's own ports than via border crossing points overland. At the same time, what concerns the operational cooperation with Russian railways, we have not experienced any problems with operating rail freight traffic through Finnish-Russian border stations and there have not been any major problems with receiving empty rail wagons to Finland. Therefore we can say that all technical facilities enabling growth of export and import exist.
- What are the results of transit transportation via Transsib to Finland? What are the trends on the route? What should be done to improve the results?
- Trans-Siberian railway container traffic volumes have continued to grow in 2004 with the growth being 24% year-on-year. The total volume in 2004 amounted to 125 000 TEUs which would mean yet another year of record growth. With a good co-operation with the Russian railways we believe it is possible to reach transportation volumes up to 300 000 TEUs per annum. There is an excellent logistic infrastructure, e.g. highly developed terminals in Finland and therefore it is possible to meet challenges of growing container transport via the TSR. We believe in especially huge potential of transportation with China via the TSR. From the client's point of view it is essential that the client can trust punctuality and safety of the transport. Unfortunately, recently the unpredictable actions of the Russian customs and unclear situations with the guarding of the goods have made some clients uncertain about the TSR-route's quality level. This has a harmful effect on the image of the TSR as a reliable and fast route between East and West. Although there have been some above mentioned problems, we can assure that container trains move very punctually and the service level is high.
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- As a starting point our opinion is that fast passenger train connection should not have an effect on planning of routes for freight trains and on the role of border stations. Buslovskaya -Vainikkala is a natural route for most traffic from Russia to Finland and from Finland to Russia. Changes in routes would weaken the competitiveness of railway traffic and, on one hand, lead to overlapping investments and, on the other hand, to inefficient use of existing resources. From Finland's point of view it is not possible to transfer cargo flows from the route of Buslovskaya-Vainikkala to the route via Imatra due to Finland's railway track and yard infrastructure systems.
- What joint investment projects of Finnish and Russian railways are planned?
- After the Russian Railways issued their reform programme VR has together with the OAO RZD actively examined new ways of increasing railway transportation volumes between our countries. Our mutual goal is to increase share of the railways on the overall transportation market. This concerns especially container transportation. At the moment we are examining opportunities of different projects concerning transporting in containers.
When it comes to smoothness of border crossing we have had co-operation for years in the field of Information Technology (IT) with OZD. This work aims particularly at speeding handling of border formalities for the railway traffic.
- Have you noticed any changes for international rail transportation after the Russian rail reform started, what are the main tendencies?
- Our cooperation with OAO RZD had been very successful before and after the reform started it still has. We want to thank especially the October Railway, OZD, a subsidiary of RZD with which we cooperate. We are glad that the reform has made it possible for us to have new forms of cooperation. We have grounds to believe that railway traffic between our countries will continue to grow in the future.
Interviewed by Maria Ghermanova
[~DETAIL_TEXT] => Finnland has been one of the key partners of Russian Railways. What has changed after the start of the reform and what joint projects - the situation is commented by Director of VR Cargo Freight Traffic Department Ilkka Seppaenen.
- Comment on the results of VR and RZD cooperation in 2004? Could they be considered satisfactory?
- Export and import volumes in the Finnish-Russian rail traffic have decreased during the period of January-December by 15.8%, which is 2,3 million tones compared to the volumes in 2003. The most considerable drop can be noticed in the transportation of chemical products by 43% year-on-year. One of the main reason for such a development is Russia's policy which is to support its own ports by admitting them lower transportation tariffs according to which it can be up to 3-4 times cheaper to transport goods via Russia's own ports than via border crossing points overland. At the same time, what concerns the operational cooperation with Russian railways, we have not experienced any problems with operating rail freight traffic through Finnish-Russian border stations and there have not been any major problems with receiving empty rail wagons to Finland. Therefore we can say that all technical facilities enabling growth of export and import exist.
- What are the results of transit transportation via Transsib to Finland? What are the trends on the route? What should be done to improve the results?
- Trans-Siberian railway container traffic volumes have continued to grow in 2004 with the growth being 24% year-on-year. The total volume in 2004 amounted to 125 000 TEUs which would mean yet another year of record growth. With a good co-operation with the Russian railways we believe it is possible to reach transportation volumes up to 300 000 TEUs per annum. There is an excellent logistic infrastructure, e.g. highly developed terminals in Finland and therefore it is possible to meet challenges of growing container transport via the TSR. We believe in especially huge potential of transportation with China via the TSR. From the client's point of view it is essential that the client can trust punctuality and safety of the transport. Unfortunately, recently the unpredictable actions of the Russian customs and unclear situations with the guarding of the goods have made some clients uncertain about the TSR-route's quality level. This has a harmful effect on the image of the TSR as a reliable and fast route between East and West. Although there have been some above mentioned problems, we can assure that container trains move very punctually and the service level is high.
- Which way has Russia's tariff unification influenced rail transportation between Russia and Finland? Was cargo rerouted to the Finnish ports?
- As I've already mentioned before Russia's policy of issuing transport tariffs has had a decisive effect on the dramatic drop of transport volumes of chemical products by 43% in comparison with 2003. Especially this can be seen in the transport volumes of inflammable liquids. The same policy has also had an effect on the transportation volumes of metal products. The policy has lead to a situation where Finnish basic industry has to transport its raw materials from Russia by sea using logistically unnatural routes through such ports as Kaliningrad, Vitino and Murmansk instead of direct railway deliveries.
- The project of speeded Moscow-Helsinki passenger train launch is being widely discussed, how could it influence cargo flows via Buslovskaya-Vainikkala border crossing? What bordercrossing could cargo be rerouted to?
- As a starting point our opinion is that fast passenger train connection should not have an effect on planning of routes for freight trains and on the role of border stations. Buslovskaya -Vainikkala is a natural route for most traffic from Russia to Finland and from Finland to Russia. Changes in routes would weaken the competitiveness of railway traffic and, on one hand, lead to overlapping investments and, on the other hand, to inefficient use of existing resources. From Finland's point of view it is not possible to transfer cargo flows from the route of Buslovskaya-Vainikkala to the route via Imatra due to Finland's railway track and yard infrastructure systems.
- What joint investment projects of Finnish and Russian railways are planned?
- After the Russian Railways issued their reform programme VR has together with the OAO RZD actively examined new ways of increasing railway transportation volumes between our countries. Our mutual goal is to increase share of the railways on the overall transportation market. This concerns especially container transportation. At the moment we are examining opportunities of different projects concerning transporting in containers.
When it comes to smoothness of border crossing we have had co-operation for years in the field of Information Technology (IT) with OZD. This work aims particularly at speeding handling of border formalities for the railway traffic.
- Have you noticed any changes for international rail transportation after the Russian rail reform started, what are the main tendencies?
- Our cooperation with OAO RZD had been very successful before and after the reform started it still has. We want to thank especially the October Railway, OZD, a subsidiary of RZD with which we cooperate. We are glad that the reform has made it possible for us to have new forms of cooperation. We have grounds to believe that railway traffic between our countries will continue to grow in the future.
Interviewed by Maria Ghermanova
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- Comment on the results of VR and RZD cooperation in 2004? Could they be considered satisfactory?
- Export and import volumes in the Finnish-Russian rail traffic have decreased during the period of January-December by 15.8%, which is 2,3 million tones compared to the volumes in 2003. The most considerable drop can be noticed in the transportation of chemical products by 43% year-on-year. One of the main reason for such a development is Russia's policy which is to support its own ports by admitting them lower transportation tariffs according to which it can be up to 3-4 times cheaper to transport goods via Russia's own ports than via border crossing points overland. At the same time, what concerns the operational cooperation with Russian railways, we have not experienced any problems with operating rail freight traffic through Finnish-Russian border stations and there have not been any major problems with receiving empty rail wagons to Finland. Therefore we can say that all technical facilities enabling growth of export and import exist.
- What are the results of transit transportation via Transsib to Finland? What are the trends on the route? What should be done to improve the results?
- Trans-Siberian railway container traffic volumes have continued to grow in 2004 with the growth being 24% year-on-year. The total volume in 2004 amounted to 125 000 TEUs which would mean yet another year of record growth. With a good co-operation with the Russian railways we believe it is possible to reach transportation volumes up to 300 000 TEUs per annum. There is an excellent logistic infrastructure, e.g. highly developed terminals in Finland and therefore it is possible to meet challenges of growing container transport via the TSR. We believe in especially huge potential of transportation with China via the TSR. From the client's point of view it is essential that the client can trust punctuality and safety of the transport. Unfortunately, recently the unpredictable actions of the Russian customs and unclear situations with the guarding of the goods have made some clients uncertain about the TSR-route's quality level. This has a harmful effect on the image of the TSR as a reliable and fast route between East and West. Although there have been some above mentioned problems, we can assure that container trains move very punctually and the service level is high.
- Which way has Russia's tariff unification influenced rail transportation between Russia and Finland? Was cargo rerouted to the Finnish ports?
- As I've already mentioned before Russia's policy of issuing transport tariffs has had a decisive effect on the dramatic drop of transport volumes of chemical products by 43% in comparison with 2003. Especially this can be seen in the transport volumes of inflammable liquids. The same policy has also had an effect on the transportation volumes of metal products. The policy has lead to a situation where Finnish basic industry has to transport its raw materials from Russia by sea using logistically unnatural routes through such ports as Kaliningrad, Vitino and Murmansk instead of direct railway deliveries.
- The project of speeded Moscow-Helsinki passenger train launch is being widely discussed, how could it influence cargo flows via Buslovskaya-Vainikkala border crossing? What bordercrossing could cargo be rerouted to?
- As a starting point our opinion is that fast passenger train connection should not have an effect on planning of routes for freight trains and on the role of border stations. Buslovskaya -Vainikkala is a natural route for most traffic from Russia to Finland and from Finland to Russia. Changes in routes would weaken the competitiveness of railway traffic and, on one hand, lead to overlapping investments and, on the other hand, to inefficient use of existing resources. From Finland's point of view it is not possible to transfer cargo flows from the route of Buslovskaya-Vainikkala to the route via Imatra due to Finland's railway track and yard infrastructure systems.
- What joint investment projects of Finnish and Russian railways are planned?
- After the Russian Railways issued their reform programme VR has together with the OAO RZD actively examined new ways of increasing railway transportation volumes between our countries. Our mutual goal is to increase share of the railways on the overall transportation market. This concerns especially container transportation. At the moment we are examining opportunities of different projects concerning transporting in containers.
When it comes to smoothness of border crossing we have had co-operation for years in the field of Information Technology (IT) with OZD. This work aims particularly at speeding handling of border formalities for the railway traffic.
- Have you noticed any changes for international rail transportation after the Russian rail reform started, what are the main tendencies?
- Our cooperation with OAO RZD had been very successful before and after the reform started it still has. We want to thank especially the October Railway, OZD, a subsidiary of RZD with which we cooperate. We are glad that the reform has made it possible for us to have new forms of cooperation. We have grounds to believe that railway traffic between our countries will continue to grow in the future.
Interviewed by Maria Ghermanova
[~DETAIL_TEXT] => Finnland has been one of the key partners of Russian Railways. What has changed after the start of the reform and what joint projects - the situation is commented by Director of VR Cargo Freight Traffic Department Ilkka Seppaenen.
- Comment on the results of VR and RZD cooperation in 2004? Could they be considered satisfactory?
- Export and import volumes in the Finnish-Russian rail traffic have decreased during the period of January-December by 15.8%, which is 2,3 million tones compared to the volumes in 2003. The most considerable drop can be noticed in the transportation of chemical products by 43% year-on-year. One of the main reason for such a development is Russia's policy which is to support its own ports by admitting them lower transportation tariffs according to which it can be up to 3-4 times cheaper to transport goods via Russia's own ports than via border crossing points overland. At the same time, what concerns the operational cooperation with Russian railways, we have not experienced any problems with operating rail freight traffic through Finnish-Russian border stations and there have not been any major problems with receiving empty rail wagons to Finland. Therefore we can say that all technical facilities enabling growth of export and import exist.
- What are the results of transit transportation via Transsib to Finland? What are the trends on the route? What should be done to improve the results?
- Trans-Siberian railway container traffic volumes have continued to grow in 2004 with the growth being 24% year-on-year. The total volume in 2004 amounted to 125 000 TEUs which would mean yet another year of record growth. With a good co-operation with the Russian railways we believe it is possible to reach transportation volumes up to 300 000 TEUs per annum. There is an excellent logistic infrastructure, e.g. highly developed terminals in Finland and therefore it is possible to meet challenges of growing container transport via the TSR. We believe in especially huge potential of transportation with China via the TSR. From the client's point of view it is essential that the client can trust punctuality and safety of the transport. Unfortunately, recently the unpredictable actions of the Russian customs and unclear situations with the guarding of the goods have made some clients uncertain about the TSR-route's quality level. This has a harmful effect on the image of the TSR as a reliable and fast route between East and West. Although there have been some above mentioned problems, we can assure that container trains move very punctually and the service level is high.
- Which way has Russia's tariff unification influenced rail transportation between Russia and Finland? Was cargo rerouted to the Finnish ports?
- As I've already mentioned before Russia's policy of issuing transport tariffs has had a decisive effect on the dramatic drop of transport volumes of chemical products by 43% in comparison with 2003. Especially this can be seen in the transport volumes of inflammable liquids. The same policy has also had an effect on the transportation volumes of metal products. The policy has lead to a situation where Finnish basic industry has to transport its raw materials from Russia by sea using logistically unnatural routes through such ports as Kaliningrad, Vitino and Murmansk instead of direct railway deliveries.
- The project of speeded Moscow-Helsinki passenger train launch is being widely discussed, how could it influence cargo flows via Buslovskaya-Vainikkala border crossing? What bordercrossing could cargo be rerouted to?
- As a starting point our opinion is that fast passenger train connection should not have an effect on planning of routes for freight trains and on the role of border stations. Buslovskaya -Vainikkala is a natural route for most traffic from Russia to Finland and from Finland to Russia. Changes in routes would weaken the competitiveness of railway traffic and, on one hand, lead to overlapping investments and, on the other hand, to inefficient use of existing resources. From Finland's point of view it is not possible to transfer cargo flows from the route of Buslovskaya-Vainikkala to the route via Imatra due to Finland's railway track and yard infrastructure systems.
- What joint investment projects of Finnish and Russian railways are planned?
- After the Russian Railways issued their reform programme VR has together with the OAO RZD actively examined new ways of increasing railway transportation volumes between our countries. Our mutual goal is to increase share of the railways on the overall transportation market. This concerns especially container transportation. At the moment we are examining opportunities of different projects concerning transporting in containers.
When it comes to smoothness of border crossing we have had co-operation for years in the field of Information Technology (IT) with OZD. This work aims particularly at speeding handling of border formalities for the railway traffic.
- Have you noticed any changes for international rail transportation after the Russian rail reform started, what are the main tendencies?
- Our cooperation with OAO RZD had been very successful before and after the reform started it still has. We want to thank especially the October Railway, OZD, a subsidiary of RZD with which we cooperate. We are glad that the reform has made it possible for us to have new forms of cooperation. We have grounds to believe that railway traffic between our countries will continue to grow in the future.
Interviewed by Maria Ghermanova
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[DETAIL_TEXT] => China's influence within international trade has significantly increased for recent twenty years. Average foreign trade growth rate per year in the world for the period of 1990-2003 amounted to 7% while this figure for China was about 16%. The country' share for the world export in 2003 reached 6% compared to the results showed twenty years ago when it was just 1%...
On cooperation perspectives of Russia and China, in particular, within freight railway transportation sector OAO RZD Senior Vice-President Khasyan Zyabirov speaks.
Gennady Fadeyev, president OAO RZD characterized the tendency of oil bulk volumes transportation as not only commercial project of OAO RZD but also as the most important state's task. Now China takes key place among the Russian leading trade partners. In accordance with the intergovernmental agreement the volume of mutual trade between Russia and China is going to be increased by 50% in the near future, and get bigger at three times for medium-term perspective.
- Mr.Zyabirov, what is your attitude to the role of railway transport for our countries turnover? What is the turnover's structure for the present moment?
- Naturally railway transport plays very important role for foreign trade of Russia and China. It was the railways that made 80% of all the freight transported via the Russian-Chinese border.
The transportation volumes for Russia-China communication from 2000 to 2004 got bigger by two times (from 19.6 to 38.3 mln.t.) including transportation via Zabaikalsk station (from 5.8 to 12.8 mln.t.) and Naushki (from 1.7 to 4.9 mln.t).
Last year export-import cargo transportation volumes between two countries amounted to 37.8 mn.tonnes: export from Russia to China took 36.0 mln.tonnes and import - 1.8 mln.tonnes.
Timber takes the greatest volume of our export to China (34.3% in 2004). Also oil and metal cargoes are quite sizeable towards China (21.5% and 19% in 2004 respectively) In general China takes the second place in the world on oil consumption and for the passed years has been making strategic reserve to provide energy safety. Thus railway export of oil to this market can be thought as the most dynamically developing direction.
- At the expense of what transportation volume can be increased this year?
- The basic increase in cargo delivery for Russia and China communication is expected to be at the expense of oil and oil products transportation in first turn. According to an agreement concluded between OAO RZD and OAO Rosneft oil transportation volumes to China should amount to four mln. tonnes this year. Also there are Lukoil's liabilities on three mln. tonnes delivery. Moreover we count for three mln. tonnes of oil delivery on the basis of Yukos assets. Thus oil transportation via RZD lines should reach 10 mln. tonnes in 2005.
Issue of Chinese transit via the Russian railways is of particular interest but export-import transportation. Last year it got up by 53.6% basically at the expense of coal, coke and other cargoes volumes increase.
- It is obvious cargo transportation volumes increase (oil in particular) will demand railway infrastructure carrying capacity enhancement. Which steps are taken in this respect?
- Issues of oil transportation to China by railways are meaningful not only for the sector itself but to the whole economy of Russia. The sixth session of sub-commission on cooperation within energy of the Russian-Chinese commission on regular meetings of our countries heads preparing took place on August, 25 in 2004 in Peking supported the decision on crude oil deliveries increase from Russia to China. The sides agreed to follow liabilities on oil railway transportation with the volume of 10 mln. tonnes in 2005 and not less than 15 mln. tonnes per annum starting from 2006.
OAO RZD forecasting cargo flow growth to China with aim of carrying capacity of the sector increase in 2004 work worth RUR 1.2 bn was implemented in the following directions:
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[DETAIL_TEXT] => China's influence within international trade has significantly increased for recent twenty years. Average foreign trade growth rate per year in the world for the period of 1990-2003 amounted to 7% while this figure for China was about 16%. The country' share for the world export in 2003 reached 6% compared to the results showed twenty years ago when it was just 1%...
On cooperation perspectives of Russia and China, in particular, within freight railway transportation sector OAO RZD Senior Vice-President Khasyan Zyabirov speaks.
Gennady Fadeyev, president OAO RZD characterized the tendency of oil bulk volumes transportation as not only commercial project of OAO RZD but also as the most important state's task. Now China takes key place among the Russian leading trade partners. In accordance with the intergovernmental agreement the volume of mutual trade between Russia and China is going to be increased by 50% in the near future, and get bigger at three times for medium-term perspective.
- Mr.Zyabirov, what is your attitude to the role of railway transport for our countries turnover? What is the turnover's structure for the present moment?
- Naturally railway transport plays very important role for foreign trade of Russia and China. It was the railways that made 80% of all the freight transported via the Russian-Chinese border.
The transportation volumes for Russia-China communication from 2000 to 2004 got bigger by two times (from 19.6 to 38.3 mln.t.) including transportation via Zabaikalsk station (from 5.8 to 12.8 mln.t.) and Naushki (from 1.7 to 4.9 mln.t).
Last year export-import cargo transportation volumes between two countries amounted to 37.8 mn.tonnes: export from Russia to China took 36.0 mln.tonnes and import - 1.8 mln.tonnes.
Timber takes the greatest volume of our export to China (34.3% in 2004). Also oil and metal cargoes are quite sizeable towards China (21.5% and 19% in 2004 respectively) In general China takes the second place in the world on oil consumption and for the passed years has been making strategic reserve to provide energy safety. Thus railway export of oil to this market can be thought as the most dynamically developing direction.
- At the expense of what transportation volume can be increased this year?
- The basic increase in cargo delivery for Russia and China communication is expected to be at the expense of oil and oil products transportation in first turn. According to an agreement concluded between OAO RZD and OAO Rosneft oil transportation volumes to China should amount to four mln. tonnes this year. Also there are Lukoil's liabilities on three mln. tonnes delivery. Moreover we count for three mln. tonnes of oil delivery on the basis of Yukos assets. Thus oil transportation via RZD lines should reach 10 mln. tonnes in 2005.
Issue of Chinese transit via the Russian railways is of particular interest but export-import transportation. Last year it got up by 53.6% basically at the expense of coal, coke and other cargoes volumes increase.
- It is obvious cargo transportation volumes increase (oil in particular) will demand railway infrastructure carrying capacity enhancement. Which steps are taken in this respect?
- Issues of oil transportation to China by railways are meaningful not only for the sector itself but to the whole economy of Russia. The sixth session of sub-commission on cooperation within energy of the Russian-Chinese commission on regular meetings of our countries heads preparing took place on August, 25 in 2004 in Peking supported the decision on crude oil deliveries increase from Russia to China. The sides agreed to follow liabilities on oil railway transportation with the volume of 10 mln. tonnes in 2005 and not less than 15 mln. tonnes per annum starting from 2006.
OAO RZD forecasting cargo flow growth to China with aim of carrying capacity of the sector increase in 2004 work worth RUR 1.2 bn was implemented in the following directions:
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